Former European rally champion Eugen Böhringer has died, at the age of 91

The former Mercedes-Benz works racing driver Eugen Böhringer has died. He passed away in the early morning hours of 19 June 2013 in Stuttgart, at the age of 91. Born on 22 January 1922 in the Rotenberg area of Stuttgart, he would go on to deliver a series of outstanding successes as a rally driver for Mercedes-Benz. A particular highlight of his career was winning the title of European Rally Champion in 1962.

“He always gave his best”, said Böhringer’s one-time co-pilot Klaus Kaiser in relation to his former partner’s success in motor racing, at a celebration held in 1992 to mark the 70th birthday of the rally-driving legend. Expressed in broad dialect and with typically wry, Swabian understatement, the comment in fact conveyed a huge compliment, while also providing the perfect motto for Eugen Böhringer’s life. Böhringer’s particular skill was his ability to pilot the heavy saloons of that era round the most gruelling of routes as if they were featherweights. It was an art that led him to win the 1962 Acropolis Rally and Liège–Sofia–Liège Rally, driving a Mercedes-Benz 220 SE (W 111), as well as the following year’s Acropolis Rally, Germany Rally and Touring Car Grand Prix of Argentina in a Mercedes-Benz 300 SE (W 112). Proving that he was just as much a master of the – at that point – new Mercedes-Benz 230 SL (W 113) sports car, known as the “Pagoda”, Böhringer also won the gruelling long-distance Spa–Sofia–Liège Rally in 1963.

“His competitors fear him, because he always takes things to the extreme limit, always risks everything, and demands the utmost of himself, of Klaus Kaiser and of the Mercedes-Benz 230 SL that they are driving in the rally, right up to the very last second”, wrote the German illustrated magazine “Kristall” in a report on Böhringer that appeared in late 1964.

Hotelier and works racing driver

In the early 1960s Eugen Böhringer was one of the most successful works drivers for Mercedes-Benz. Having originally trained as a chef, however, his day-to-day job was in fact the running of his family’s hotel on the hill at Rotenberg, above Stuttgart. Like most of his team colleagues during this era, it was as a private individual that he drove for the Stuttgart-based brand in international rallies and long-distance races.

The links to Mercedes-Benz stretched right back into Eugen Böhringer’s childhood: in 1928 his father, Gottfried Böhringer, had established a bus service between Stuttgart-Rotenberg and Untertürkheim for employees at the Mercedes-Benz plant. The family had bought a Mercedes 16/45 hp as far back as 1925, which was also driven by Eugen’s mother. Emma Böhringer was one of the first women in the Stuttgart area to possess a driving licence. So it was somehow inevitable that, as a boy, Eugen should dream of a career as an automotive technician at Mercedes-Benz. Nevertheless, the family managed to convince him to train as a chef and to take over the restaurant and hotel up on the hill.

Böhringer’s fascination for the cars that bear the three-pointed star was, however, in no way diminished by his burgeoning career in the gastronomy sector. A wager between friends ultimately led to the hotelier entering his first local and regional competitions in his own Mercedes-Benz 219 (W 105) in the mid-1950s, and soon brought him success. Amongst those early achievements was a second place in the Stuttgart Solitude Rally of 1958, a race that he would go on to win in both 1959 and 1960.

Rally victories for Mercedes-Benz

Mercedes-Benz soon recognised Böhringer’s talent and took him on as a works driver from 1960. He achieved his first success internationally as a Mercedes-Benz racing driver with a second place in the 1960 Monte Carlo Rally (with Hermann Socher as co-driver). The race, on 24 January, saw the pair in their Mercedes Benz 220 SE (W 111) “Fintail” saloon take second place in the overall ranking behind race winners Walter Schock and Rolf Moll.

The Monte Carlo Rally remained a challenge for Böhringer over the ensuing years. He took class victory every year between 1961 and 1965 in the category over 2000 cc, while also winning second place in the overall ranking several more times, but the coveted overall victory in this classic rally always eluded him. But other major triumphs on the part of the Stuttgart-born driver made up for this deficit: in 1961 he was the runner-up in the European Rally Championship, going on to win it the following year.

Böhringer then won the Acropolis Rally, the Poland Rally and the Liège–Sofia–Liège Rally of 1962. He explained his tricks for coping with the exertions of this 5500-kilometre rally to the German motoring magazine “Auto Motor und Sport” in 1982 as follows: “Our bodily fitness was ensured by glucose, milk and vast quantities of water”.

His wins in 1963 included the Spa–Sofia–Liège long-distance run, this time with Klaus Kaiser as his co-pilot in a Mercedes Benz 300 SE. As the British motoring magazine “Autosport” recorded in September 1963: “Eugen Böhringer chalked up his second successive victory in this most arduous event, he and Kaiser putting up a fantastic performance in the beautiful new 230 SL to drop only 8 minutes in an event of over 93 hours’ duration, which covered over 3430 miles”. Böhringer also won the Acropolis Rally of 1963, as well as the Poland Rally, and took second place in both the Monte Carlo Rally and the Germany Rally of that same season.

His objective in 1964 was to take victory for a third time in the Spa–Sofia–Liège marathon endurance run, but only managed to finish in third place. The organisers nevertheless presented him with a gold trophy, in acknowledgement of the fact that, especially in view of the high rate of drop-out in this “Marathon de la route”, two wins and two excellent placements in four successive years represented a tally that up to that point had been inconceivable.

Mercedes-Benz withdrew from rallying and touring car racing after the 1964 season. Böhringer entered the Monte Carlo Rally of 1965 in a Porsche 904, but this was to mark the end of his active motor racing career. All in all, 13 winner’s pins remain as reminders of his successes in Mercedes-Benz vehicles. In 2001 Böhringer, who had always remained closely associated with motor racing and Mercedes-Benz, joined other racing drivers in establishing the “Solitude Revival” association.

Mercedes-Benz commits itself to commemorating and keeping alive the memory of this remarkable man and his achievements.

Credits: Daimler AG

Copyright © 2013, Mercedes-Benz-Blog. All rights reserved.

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Arlberg Classic Car Rally 2013: five original vehicles from Mercedes-Benz Classic

Mercedes-Benz Classic has five original vehicles taking part in this year’s Arlberg Classic Car Rally (27 to 29 June 2013), including the powerful AMG 300 SEL 6.8 representing Mercedes-AMG, Mercedes-Benz’s performance brand. A total of 110 teams have registered for the classic-car event.

Following hot on the heels of the world premiere of the new S-Class (model series 222), Mercedes-Benz Classic is sending two historic flagship models from the long S-Class tradition to the Arlberg Classic Car Rally: the 300 SEL 6.3 (W 109) and 450 SEL 6.9 (model series 116). Both cars are synonymous with luxury, comfort and safety in automotive engineering. A further model, the AMG 300 SEL 6.8 (W 109), brings to the fore an altogether different facet of the exclusive model-series family: its spectacular motor sport history. This vehicle is likewise an illustrious representative of the AMG brand’s history. The red-painted touring car celebrated its greatest triumph in the 24-hour race at Spa-Francorchamps in 1971. The legendary Mercedes-Benz 300 SLS (W 198) and 230 SL (W 113) roadsters add a further touch of glamour to the line-up of prominent cars at the Arlberg Classic 2013. The team of mechanics from Mercedes-Benz Classic will also have suitably sporty modes of conveyance at their disposal at this year’s Arlberg Classic Car Rally: Mercedes-AMG is providing the experts with high-performance service vehicles.

Mercedes-Benz and the holiday region of Lech Zürs have been linked in partnership for many years: the brand with the star is involved in high-calibre sporting events, conferences and leisure activities in this region all year round. As in previous years, Mercedes-Benz is the main sponsor for what is the fourth Arlberg Classic Car Rally. Lech offers ideal conditions for an eventful regularity rally featuring such a wealth of automotive treasures: there are more than ten Alpine passes within a radius of around 100 kilometres, and some 535 winding kilometres between the start and finish point in the town, taking in the impressive Alpine world of Tyrol and Vorarlberg over a period of three days.

Following the traditional prologue through the “Lech Canyon” on Thursday (27 June 2013), the event moves onwards and upwards to the Hahntennjoch Pass at an altitude of 1894 metres on Friday and then in a large loop back to Lech passing through Pitztal, Ötztal, and Berwangertal. Awaiting the participants on Saturday is the Flexen Pass, with an extraordinary gallery that clings to the rocks like a swallow’s nest.

It was here that the first Arlberg race was staged back in 1927. Wilhelm Max, Prince of Schaumburg-Lippe (nicknamed “Prince Tearing off”) won the sub-8-litre sports-car category driving a Mercedes-Benz Type S with start number 35.

The Mercedes-Benz Classic vehicles at the Arlberg Classic Car Rally 2013

Mercedes-Benz 300 SLS (W 198), 1957

In 1957, Mercedes-Benz developed the 300 SLS, a special version of the 300 SL Roadster (W 198), for America’s National Sports Car Championship. Two models of the sports car were built for races in the US as the Sports Car Club of America refused to authorise use of the regular production version in the “Standard Production” category for the 1957 season. Mercedes-Benz therefore transformed the production roadster into a competition vehicle for the Class D category.

The 300 SLS that was developed weighed just 970 kilograms (series-production version: 1,330 kilograms) while the engine output of 235 hp (173 kW) represented an increase of 20 hp (15 kW) compared with the roadster. Externally, the 300 SLS was distinguishable by the absence of bumpers, its specially shaped cockpit cover with air intake slot, the low racing windscreen, and the roll-over bar behind the driver’s seat.
Paul O’Shea drove the 300 SLS to a comfortable victory in Class D of America’s National Sports Car Championship.

Mercedes-Benz 230 SL (W 113), 1965

Unveiled at the Geneva Motor Show in March 1963, the 230 SL (W 113) fused the concepts of its two predecessors, the 190 SL and the 300 SL, striking a balance between the sporty tuning of a classic roadster yet still featuring all the convenience of a comfortable, two-seater touring car offering high performance and advanced features for optimum driving safety.

The 230 SL was available from the summer of 1963 in three versions: an open-top roadster with a folding soft top that could be operated with the greatest of ease – that in itself was a minor sensation; an open-top version with hard top, and finally a hard-top coupé. All three versions could be driven with the top open. The 2.3-litre six-cylinder engine generated 150 hp (110 kW) at 5,500 rpm and peak torque of 196 newton metres at 4,200 rpm.

The exterior of the 230 SL was characterised by clean, straight lines and the unmistakable SL face complete with a large, centrally positioned Mercedes star. The bonnet had a slight additional bulge in the middle to provide space for the vertically installed six-cylinder engine. With its lines sloping gently inwards, the hard top was reminiscent of an oriental temple, earning the car its nickname “Pagoda” even before it had become a familiar sight on the streets.

Mercedes-Benz 300 SEL 6.3 (W 109), 1968

In 1965, a new premium-class model generation (W 108/109) was unveiled as the successor to the “Tailfin” models (W 111/112). March 1968 saw the introduction of the top-of-the-range model 300 SEL 6.3, featuring the V8 engine and automatic transmission of the Mercedes-Benz 600 and hence with the performance potential of a top-class sports car. Its appearance at the Geneva Motor Show caused a sensation, especially as there had been no announcements made prior to the event. The 300 SEL 6.3 model’s only distinguishing external features were its wider tyres, double halogen headlamps, and an additional set of high-beam lamps. The engine delivered 250 hp (184 kW), but of greater significance perhaps was its mighty torque of 500 newton metres, which took the Saloon from 0 to 100 km/h in 8 seconds and gave the car a top speed of 221 km/h.

AMG 300 SEL 6.8 (W 109), 1971

At the wheel of the AMG 300 SEL 6.8 touring race car, Hans Heyer and Clemens Schickentanz won a surprising class victory and second place in the overall classification at the 24-hour race at Spa, Belgium, on 24 July 1971. The winning car was developed by the then virtually unknown AMG, founded in 1967 by Hans Werner Aufrecht and Erhard Melcher, Großaspach, under the name “Ingenieursbüro, Konstruktion und Versuch zur Entwicklung von Rennmotoren” (Engineering office, construction and testing for the development of racing engines). The modified vehicle was based on the Mercedes-Benz 300 SEL 6.3. With an output of 250 hp (184 kW), the car was absolutely unrivalled in its time. But Aufrecht and Melcher made the fastest German series-production car of the period even more powerful: engine capacity grew from 6330 cc to 6835 cc and the output of the improved V8 engine increased to 428 hp (315 kW). The win in the Spa race marked the breakthrough for AMG and was to be followed by further victories. To this day the car is still known by its nickname “Red Sow”. The original car from 1971 no longer exists, but in 2006 the AMG 300 SEL 6.8 was re-developed in a detailed reconstruction. It has been an immensely potent ambassador of Mercedes-AMG history on each of its appearances ever since.

Mercedes-Benz 450 SEL 6.9 (model series 116), 1975

In October 1972, Mercedes-Benz premiered not only a new generation of its premium-class vehicle (model series 116) at the Paris Motor Show, but also the brand established a new name: the “Mercedes-Benz S-Class”. The “S” abbreviation for top-of-the-line Mercedes-Benz models had been in use since 1949. But now the “S” became the exclusive badge for an entire family of cars.

In May 1975, Mercedes-Benz unveiled the 450 SEL 6.9 – the new top-of-the-line model in model series 116 and a true successor to its spectacular 300 SEL 6.3 (W 109) high-performance saloon. The powerful 6.9-litre V8 engine, developed from the highly successful 6.3-litre unit of its predecessor, achieved an output of 286 hp (210 kW) and maximum torque of 549 newton metres. The self-levelling hydropneumatic suspension – featured for the first time in a Mercedes-Benz passenger car – guaranteed the utmost in ride comfort. Other features included in the standard specification for this top-of-the-range model were the central locking system, air conditioning, and headlamp cleaning system.

The drivers for Mercedes-Benz Classic at the Arlberg Classic Car Rally 2013

Dieter Glemser
Born: 28 June 1938 in Kirchheim/Teck, Germany

Dieter Glemser’s career in the fast lane began with the Schorndorf Hill Climb race in 1960. Many class victories followed in various mountain and circuit races on the Nürburgring. Glemser began racing for Daimler-Benz AG in 1963, winning overall in a Mercedes 220 SE at the Poland Rally and taking second place in both the Germany Rally (including a class win) and the Argentinian Touring Car Grand Prix. In the following year, too, Glemser participated in the triple victory of the Böhringer/Kaiser, Glemser/Braungart, and Rosqvist/Falk teams in the Argentinian Touring Car Grand Prix. Glemser celebrated victory once again in 1971 with a European Championship title for Ford in the Touring Car Championship and a win at the 24-hour Spa-Francorchamps event. He also held the title of German Motor Sport Champion in 1973 and 1974. However, following a severe accident caused by tyre damage at the Macau Touring Car Race, Southeast China, in November 1974, he decided to end his active motor sport career. For ten years from 1990, Dieter Glemser was a member of the Mercedes-Benz Motorsport team, and as head of department, he was in charge of organisational matters. From 2001 to 2008, he worked on a freelance basis for Mercedes-AMG and Daimler AG for sport and driver safety training as well as at Classic events. He continues to drive at Mercedes-Benz Classic events to this day.

Klaus Ludwig
Born: 5 October 1949 in Bonn, Germany

Known to his fans as “King Ludwig”, Klaus Ludwig won the DTM championship three times. His career in motor sport started at the beginning of the 1970s with slalom racing, orientation racing, and touring car racing. Among his first great successes were the titles won in the German Motor Racing Championships (DRM) in 1979 and 1981 as well as victories in the 24 Hours at Le Mans in 1979, 1984 and 1985. Ludwig came to the German Touring Championship (DTM) in 1985 where he originally started as a works driver for Ford, winning his first title in 1988. In 1989, he switched to the AMG-Mercedes team and in the following years up until 1994 he won two championship titles (1992 and 1994, runner-up in 1991) and a total of 19 races. In 1995 and 1996, he drove in the International Touring Car Championships (ITC) for Opel’s Team Rosberg. Afterwards, he returned to AMG-Mercedes and won the driver and team trophy at the International FIA GT Championships in 1998 together with Ricardo Zonta. Officially, he finished his career as a racing driver after this success, but in 2000, Ludwig returned for the start of the new German Touring Masters (DTM), finishing both the season and his racing driver career by coming in third in the overall placings driving a Mercedes-Benz CLK.

Marcel Tiemann
Born: 19 March 1974 in Hamburg

In comparison to other racing drivers, Marcel Tiemann from Hamburg turned to motor sport at a late stage but still managed to quickly work his way to the top following his early successes.In 1997, Mercedes-Benz signed up the promising young driver for the FIA GT Championship as the driver of the AMG-Mercedes CLK-GTR. Tiemann finished his first season in fourth place in the driver rankings, scoring the same amount of points as Alessandro Nannini. In 1998, he again started the FIA GT Championship season for Mercedes-Benz. When the German Touring Car Masters (DTM) returned in 2000, Tiemann was one of the drivers of the Mercedes-Benz CLK-DTM. From 2001 onwards, he was active with a number of racing teams. His five victories at the 24-hour Nürburgring races are legendary: in 2003 for Opel and then from 2006 through 2009 four times in succession for Porsche. In May 2010, through no fault of his own, Tiemann was involved in an accident in his Audi at the GT Open in Imola, after which he was forced to end his racing career. He is amongst the most successful long-distance drivers of his time: in at least every third race in which he drove in his early career, Tiemann could be seen on the podium, and in two-thirds of his races he was amongst the top five drivers. Marcel Tiemann has worked as a brand ambassador for Mercedes-Benz Classic since 2012.

Karl Wendlinger
Born: 20 December 1968 in Kufstein, Austria

Karl Wendlinger was fourteen when he entered the world of motor sports through kart racing. He went on to win the German Formula 3 Championship in 1989. From 1990 to 1991, the Austrian was part of the Mercedes Junior Team that also included Michael Schumacher and Heinz-Harald Frentzen. As part of this team, he took part in the World Sports Car Championship. In 1991, he made the move to Formula 1. From 1994 onwards, Wendlinger drove for the Sauber-Mercedes team together with Heinz-Harald Frentzen. He took part in the DTM German Touring Car Championship, International Formula 3000, and the 24 Hours at Le Mans. Some of his key victories on the circuit include the FIA GT Championship (1999), first place in the 24 Hours at Le Mans in the GTS class (the same year), overall victory at the 24 Hours at Daytona in 2000, and second place in the 24 Hours at the Nürburgring (2003). From 2004 to 2011, Karl Wendlinger started for various teams in the FIA GT Championship; in 2007 he was runner-up with Jetalliance Racing. Karl Wendlinger has been an AMG brand ambassador and an instructor at the AMG Driving Academy since 2012.

Credits: Daimler AG

Copyright © 2013, Mercedes-Benz-Blog. All rights reserved.

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Shooting Stars 2014 – photography from Fans for Fans: co-create next year's Mercedes-Benz Classic calendar

Famous photographers capture perfect images of Mercedes-Benz vehicles and established graphic designers develop true works of art. For classic car enthusiasts, the Mercedes-Benz Classic calendar has long been a popular collector's item. This year, fans of the brand are being asked to submit their own pictures via facebook. A jury will select the final twelve images.

"Shooting Stars 2014 – photography from Fans for Fans": Mercedes-Benz Classic is looking for twelve exceptional images for the 2014 Mercedes-Benz Classic calendar. From the keen amateur to the experienced professional photographer, anyone can join in who is able to capture the unique appeal of Mercedes-Benz on camera. Opportunities for shots range from vehicles on the road to classic car events worldwide and exhibits at the Mercedes-Benz Museum. There are virtually no restrictions on the choice of image. The important thing is that a Mercedes-Benz vehicle plays the starring role. The twelve best photographs will each appear on their own monthly page within the Mercedes-Benz Classic calendar.

Taking part in the photography competition is easy. All you need as an owner or fan of classic Mercedes-Benz vehicles is a camera, a suitable image and access to facebook. The chosen photograph of a vintage or young classic (built prior to 1994) can be uploaded between 14 June and 23 July 2013 using an app on the Mercedes-Benz Museum's facebook page (http://www.facebook.com/mercedesbenzmuseum). As part of an initial qualifying round, the facebook community will evaluate the submitted entries. The final selection will be made at the end of July 2013 when a jury will choose the twelve strongest images for the 2014 Mercedes-Benz Classic calendar from the one hundred most popular entries. Members of the jury include US photographer Royce Rumsey, an iconic figure in the genre of classic car photography. Teymur Madjderey, a photographer and blogger from Cologne, will also be on the jury. He has a passion for capturing moments at classic events such as the Mille Miglia. As well as seeing their photograph in the 2014 Mercedes-Benz Classic calendar, the twelve winners will each receive prize money of 1000 euros.

The 2014 Mercedes-Benz Classic calendar will be available from October of this year from the Museum Shop at the Mercedes-Benz Museum or online priced at 29.90 euros: www.mercedes-benz-classic.com/store .

Credits: Daimler AG

Copyright © 2013, Mercedes-Benz-Blog. All rights reserved.

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Mercedes-Benz SSK to compete in the 2013 “Elephant Race” at the Nürburgring

The supercharged sports cars with the model designations S, SS, and SSK (W 06) from the late 1920s and early 1930s are towering figures in the history of Mercedes-Benz. These model series line characterised by racing victories, technical innovation, and exclusive aesthetics have long acquired legendary status – and the legend is all set to be brought back to life with a vengeance in June 2013.

On 16 June 2013, Jochen Mass will compete for the Jan Wellem Cup in the “Elephant Race” at the Nürburgring in a Mercedes-Benz SSK from the Mercedes-Benz Classic collection. In entering the 225 hp (166 kW) SSK in the “Elephant Race”, Mercedes-Benz Classic is commemorating the historic win by supercharged Mercedes sports cars on 19 June 1927 – in the Nürburgring’s opening race. Driving the Mercedes-Benz S model, Rudolf Caracciola and Adolf Rosenberger scooped an outstanding double win which laid the foundations for numerous wins to follow.

What began in 1927 with the Mercedes-Benz S – S stands for “Sport” – was continued in the following years as Mercedes-Benz pressed ahead with its efforts to develop and optimise the sports car. The uprated Mercedes-Benz SS – for “super-sport” – duly appeared in 1928, of which only 111 were built from November 1928. The majority of these 101 specimen were produced up to the end of 1930, with a further 10 vehicles following up to September 1933. The “SS” is included in the price lists until July 1935. At the end of 1928, the Mercedes-Benz SS was modified once again for hill-climb races, giving rise to the legendary SSK model designation (German abbreviation for “super-sport-kurz”).

This modification focused primarily on a shortening of the Mercedes-Benz S chassis to a wheelbase of 2950 millimetres. In addition, the short chassis was fitted with the new 7.1-litre engine. On the basis of its actual origins, this means that the SSK should actually have been called the “SK”; on the other hand, the higher-capacity engine underscored its kinship with the Mercedes-Benz SS, prompting the SSK designation. The SSK was fitted with the 42 mm lower radiator of the Mercedes-Benz S. Like the Mercedes-Benz SS before it, however, it sports the newer version of the brand emblem – a single white enamelled star in the middle of a laurel wreath against a blue background.

The Mercedes-Benz S, SS, and SSK subsequently accounted for a major portion of the Daimler-Benz works team’s involvement in racing, and were also used with great success by numerous private drivers. The greatest success of this era without a doubt was the overall victory in the 1931 Mille Miglia for Mercedes-Benz works racing driver Rudolf Caracciola with co-driver Wilhelm Sebastian in an SSKL – an uprated and lighter variant of the SSK. Caracciola was the first non-Italian to win the 1000-mile race from Brescia to Rome and back – and Mercedes-Benz was the first non-Italian brand to win the legendary road race.

Engine designer Albert Heeß exploited the available engine potential to the full for the works team’s racing cars. An output of 310 hp (228 kW) was measured on the test bench with the larger of the two competition superchargers – referred to internally as the “elephant”. This turbocharger was designed for use over short distances, e.g. in hill-climb races. It was able to run continuously, whereas the supercharger was otherwise usually activated by pressing the accelerator down beyond a resistance point. The driver was able to activate and deactivate the supercharger on this racing variant via a linkage which was operated by means of a locking lever underneath the steering wheel.

As part of the ADAC Eifel Race, the “Elephant Race” has become established as a magnificent revival of the supercharger era at which Mercedes-Benz repeatedly makes the running with original racing vehicles. This tradition is to be continued in 2013 with brand ambassador Jochen Mass at the wheel of the Mercedes-Benz SSK, whose history extends back to Caracciola’s victory in 1927.

Mercedes-Benz SSK 27/170/225 hp (W 06), 1928

The SSK (model series W 06) is the most exclusive and fascinating of the six-cylinder supercharged sports cars belonging to the Mercedes-Benz S series. The model designation derives from the German abbreviation for “super-sport-kurz”. The car’s particularly sporty character is underscored by the shortened wheelbase and the high-capacity, high-powered six-cylinder engine. In the summer of 1928, Rudolf Caracciola won the Gabelbach, Schauinsland and Mont Ventoux races by a clear lead at the wheel of the brand-new SSK. In 1930 and 1931, he won the European Hillclimbing Championship at the wheel of the SSK. The lighter and yet more powerful version from 1931, which was also known as the SSKL (German abbreviation for “super-sport-kurz-leicht”) also scored some spectacular victories, a particular highlight being the Mille Miglia win: in April 1931 Rudolf Caracciola became the first ever non-Italian to claim victory in this race. The average speed of 101.1 km/h established a new record.

Technical data – Mercedes-Benz SSK 27/170/225 hp (W 06), street version
Production period: 1928-1930
Cylinders: 6/in-line
Displacement: 7065 cc
Ouptut: 170 hp (123 kW), with supercharger 225 hp (166 kW) at 3,300 rpm
Top speed: 192 km/h

The drivers in the 2013 “Elephant Race”

Jochen Mass
Born on 30 September 1946 in Dorfen near Starnberg.

Jochen Mass began his varied career in motor sport in 1968, racing in touring cars for Alfa-Romeo and as a works driver at Ford between 1970 and 1975. During this period, he won the Spa-Francorchamps 24-hour race (1972). At the same time, he also took part in Formula 2 (1973) and in 105 Formula 1 Grand Prix races (1973/74 with Surtees; 1975-1977 with McLaren; 1978 with ATS; 1979/80 with Arrows; 1982 with March).

After winning the German Racing Car Championship in 1985 and a stint until 1987 as a works driver at Porsche, he joined the Sauber-Mercedes team as a works driver. He drive for this team in Group C until 1991. In the new Silver Arrow – the Sauber-Mercedes C 9 – Jochen Mass won the Le Mans 24-hour race with Manuel Reuter and Stanley Dickens and achieved second place in the 1989 World Championship. Three years later Mass moved into team management in the DTM.

Sir Stirling Moss described him as “a driver with a great feeling for racing cars and a high level of expert knowledge who is familiar with all eras of racing history”. This explains why Jochen Mass is on the scene for Mercedes-Benz right up to the present day at historic events, such as the ADAC Eifel Race at the Nürburgring. From the W 165 Silver Arrow to the Mercedes-Benz SSK – Jochen Mass knows and drives them all.

Did you already know?
The history of the S-Class is the focus of a special exhibition at the Mercedes-Benz Museum from 18 June to 3 November 2013.

Credits: Daimler AG

Copyright © 2013, Mercedes-Benz-Blog. All rights reserved.

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Racing gala: Mercedes-Benz Classic to take part in the 2013 ADAC Eifel Race at the Nürburgring

At the ADAC Eifel Race including the Jan Wellem Trophy which is to be held at the Nürburgring from 14 to 16 June 2013, Mercedes-Benz Classic will be fielding a host of fascinating vehicles celebrating the entire spectrum of motor sport history since the race track’s origins in the 1920s. The star line-up in the Eifel will include both the legendary supercharged Mercedes-Benz SSK racing car and the historic O 3500 racing transporter, for example.

Classic touring cars from Mercedes-Benz will also be well represented at the ADAC Eifel Race including the Jan Wellem Trophy: brand ambassador David Coulthard will be racing the “Tailfin” 220 SE (W 111) in the three-hour Dunlop FHR Endurance Cup in the Eifel on Saturday. This will be the first race of the 2013 season for the car, which Mercedes-Benz Classic has built according to the original.

The grey “Tailfin” is making its mark in historic motor sport while reviving memories of Mercedes’ major racing victories in the 1960s. The vehicle’s outings in modern-day races are the culmination of collaboration between Mercedes-Benz Classic and the FHR association of historical racing drivers. Founded in 1983, the FHR has been promoting historic motor sport for 30 years now and has been instrumental in turning the current racing series with historic competition cars into popular events. To mark its 30-year anniversary, the FHR is appearing at this year’s meetings with a newly designed drivers’ paddock. Alongside the 220 SE, a rally version of the Mercedes-Benz 300 SE (W 112) will also be on show and in action.

The Mercedes-Benz SSK (W 06) will grace the Eifel Race as a 225 hp (166 kW) time machine for the trip into a golden era of motor sport history: Mercedes-Benz brand ambassador Jochen Mass will be competing in the supercharged sports car dating from 1928 in the so-called Elephant Race on the Sunday, 16 June 2013.

This race for the big sports cars of the 1920s and early 1930s alludes back to the era which also witnessed the Nürburgring’s opening race in 1927. Rudolf Caracciola and Adolf Rosenberger were the victors back then, each at the wheel of a Mercedes-Benz model S. Caracciola, who was later to become an idol of the Mercedes-Benz Silver Arrows era, laid the foundation for his honorary title of “Master of the Nürburgring” with his win.

Mercedes-Benz Classic will also be using the SSK for a total of four exclusive trips on the Saturday and Sunday, on which prize winners will accompany Jochen Mass around the Nordschleife (North Loop). These trips will bring Jochen Mass’s passengers as close as it is possible to get to the pioneering days of the Eifel Race. In the run-up to the Eifel Race, Mercedes-Benz Classic has staged a competition in selected motoring magazines, with these trips as the main prize.

In addition, brand ambassador Dieter Glemser is offering trips in the co-driver’s seat of the Mercedes-Benz 300 SE (W 112). Mercedes-Benz won numerous international rallies with this near-series competition vehicle in the 1960s, including victories for the Stuttgart racing team in the Argentinian Touring Car Grand Prix of 1963 and 1964.

Mercedes-Benz Classic’s strong presence at this festival of historic motor sport will be rounded off by a comprehensive supporting programme. Former racing driver Marcel Tiemann will act as compère, presenting various highlights of automotive history. Exhibits on show from the Classic division of the company which invented the automobile will include a Mercedes-Benz O 3500 racing transporter. Three of these elegant vehicles based on a bus body were produced in 1954 to transport the legendary model W 196 Silver Arrows. Such a transporter has been recreated with the greatest possible authenticity for racing outings by Mercedes-Benz Classic.

In particular, the supporting programme includes special treats for the members of recognised Mercedes-Benz brand clubs, such as parking facilities in the paddock, taxi trips on the Grand Prix circuit of the Nürburgring in the 300 SE, participation in the Nordschleife Experience and much more besides – including autograph sessions and meet and greets with the brand ambassadors.

This offering by Mercedes-Benz Classic highlights the strong ties between the brand and the clubs. Fans of classic Mercedes automobiles are also assured of expert, comprehensive support at the Eifel Race by the Mercedes-Benz Classic Customer Centre, which will be on-site with its own stand.

The ADAC Eifel Race has been staged at the Nürburgring since the legendary race circuit was opened in 1927. The event’s roots extend back still further, however – races were already taking place around Nideggen under the name of the ADAC Eifel Tour between 1922 and 1926. The legendary Mercedes-Benz Silver Arrows were also born at the Eifel Race: the W 25 competed in silver livery in 1934, as legend has it, that the white paintwork had to be removed from the racing cars at the Nürburgring on weight grounds – claiming victory in this very first, prestigious race with Manfred von Brauchitsch at the wheel.

The ADAC Eifel Race including Jan Wellem Trophy is being staged as an event for historic automobiles since 2008. The spectrum of vehicles rich in racing history which are lining up in various categories ranges from the supercharged sports car from the early days of the Eifel Race to Group C racing cars such as the Sauber Mercedes C 9.

The three-day festival of historic racing (with the actual Eifel Race as a three-hour competition on the Saturday) offers the lively and diverse historic racing scene numerous races and an extensive supporting programme. Highlights on the agenda in 2013 are once again Mercedes-Benz Classic’s presentation of numerous vehicles from the Mercedes-Benz brand clubs in the paddock area and the gathering of brand clubs.

The Mercedes-Benz Classic vehicles at the 2013 ADAC Eifel Race

Mercedes-Benz SSK 27/170/225 hp (W 06), 1928

The SSK is the most exclusive and fascinating of the six-cylinder supercharged sports cars belonging to the Mercedes-Benz S series. The model designation stands for “super-sport-kurz” (in German), alluding to both the car’s particularly sporty character and its shortened wheelbase. In the summer of 1928, works racing driver Rudolf Caracciola won the Gabelbach, Schauinsland, and Mont Ventoux races in the brand-new SSK at the first attempt. In 1930 and 1931, he won the European Hillclimbing Championship at the wheel of the SSK. The lighter and yet more powerful version from 1931, which was also known as the SSKL (German abbreviation for “super-sport-kurz-leicht”) also scored some spectacular victories, one of the most outstanding being in the legendary 1000-mile “Mille Miglia” race: driving the SSKL, Rudolf Caracciola was the first non-Italian to win the gruelling road race from Brescia to Rome and back in April 1931.

Technical data – Mercedes-Benz SSK 27/170/225 hp (W 06), street version
Production period: 1928-1930
Cylinders: 6/in-line Displacement: 7,065 cc
Ouptut: 170 hp (123 kW), with supercharger 225 hp (166 kW) at 3,300 rpm
Top speed: 192 km/h

Mercedes-Benz 220 SE (W 111) “FHR Tailfin”

Mercedes-Benz Classic built a model 220 SE (W 111) “Tail fin” saloon for historic motor sport in 2011 in order to commemorate the brand’s historic racing victories, to uphold its traditions, to allude to its outstanding contribution to racing history, and to make historic motor sport an even more attractive proposition for active participation by private drivers. The car complies with the provisions of Appendix K to the international sports law issued by FIA (Féderation Internationale de l’Automobile). The vehicle is deployed in particular in the Dunlop FHR Endurance Cup organised by the FHR association of historical racing drivers – the world’s largest historic endurance racing series in accordance with Appendix K. An authentic feature typical of the 1960s is the competition vehicle’s great similarity to the series production model on a technical level. The customary modifications include the reinforcement of chassis elements and body components, an increase in the size of the fuel tank and adaptation of the engine characteristics to the given application.

Technical data – Mercedes-Benz 220 SE (W 111) “FHR Tailfin”
Production period: 1959-1965
Cylinders: 6/in-line
Displacement: 2,195 cc
Output: 120 hp (88 kW ) at 4,800 rpm
Top speed: approx. 170 km/h

Mercedes-Benz 300 SE (W 112) rally vehicle

The Mercedes-Benz 300 SE as a rally vehicle dominated the touring car scene from Argentina to Germany in 1963 and 1964. Like all Mercedes-Benz cars used in rallies in this era, the large “Tailfin” saloons were very closely based on the series production vehicles. Daimler-Benz AG highlighted this fact at the time as a selling point for the series production saloons. The saloons did undergo certain modifications, however, according to their intended form of use. Measures here included reinforcing chassis elements, enlargement of the fuel tank and adaptation of the engine characteristics, for example by lowering the compression ratio in the interests of a longer engine life. The transmission and final-drive ratios were also varied.

Technical data - Mercedes-Benz 300 SE (W 112) rally vehicle
Production period: 1963-1964
Cylinders: 6/in-line
Displacement: 2,996 cc
Output: 195 hp (143 kW) (series production version: 160 hp/118 kW; as of 1964: 170 hp/125 kW )
Top speed: over 200 km/h (series production version: 175 km/h to 195 km/h, depending on year of production and rear-axle ratio)

Mercedes-Benz O 3500 racing transporter with box body

For the return to Grand Prix racing in the 1954 season, the Mercedes-Benz racing department built three special transporters to ferry the model W 196 Silver Arrows to and from their races. The Mercedes-Benz bus model O 3500 served as the basis for the closed racing transporters. In contrast to the L 3500 truck, the bus has a substantially lower chassis with a drop over the rear axle. This creates the necessary space to transport two racing cars one above the other in the large box bodies.

In all, bodybuilder Ludewig in Essen built three racing transporters with voluminous box bodies for Mercedes-Benz. Two of these served to transport vehicles, while the third O 3500 was fitted out as a mobile workshop. The fleet for racing events also included an L 3500 pickup and – as of 1955 – the legendary open transporter based on a Mercedes-Benz 300 S. Mercedes-Benz Classic has rebuilt one of the O 3500 racing transporters in highly authentic style.

Technical data – Mercedes-Benz O 3500 racing transporter with box body
Production period: 1954
Cylinders: 6
Displacement: 4,580 cc
Output: 90 hp (66 kW)

The drivers for Mercedes-Benz Classic at the 2013 ADAC Eifel Race

David Coulthard
Born: 27 March 1971 in Twynholm, Scotland

David Coulthard began his go-carting career at the young age of 11. He was junior go-carting champion in Scotland from 1983 to 1985. After racing in various Formula categories, in 1994 he joined the Williams Formula 1 team. In 1995, David Coulthard came third in the Formula 1 World Championship. At the beginning of the 1996 season, the Scot moved to McLaren Mercedes, teaming up with Mika Häkkinen (Finland). At the Australian Grand Prix in 1997, Coulthard secured Mercedes-Benz its first Formula 1 win since 1955. In 2001, Coulthard came second to Michael Schumacher in the World Championship. From 2005 to 2008 he raced for Red Bull Racing; in 2008, Coulthard ended his Formula 1 career. In all, David Coulthard competed in 246 Grand Prix races between 1994 and 2008, including 150 for McLaren Mercedes. He notched up 13 wins, 12 of which were for McLaren Mercedes. From 2010 to 2012, David Coulthard raced for the Mücke Motorsport team in the DTM at the wheel of an AMG-Mercedes C-Class. He ended his active racing career in October 2012. The Scot has now taken up an involvement in historic racing as a brand ambassador for Mercedes-Benz Classic. He will be the first Formula 1 vice-champion ever to take part in the Dunlop FHR Endurance Cup when he competes in the 2013 Eifel Race.

Dieter Glemser
Born: 28 June 1938 in Kirchheim/Teck, Germany

His career in the fast lane kicked off in the 1960 Schorndorf Hill-Climb Race. Numerous class victories duly ensued in various hill-climb and circuit races at the Nürburgring. After joining the Daimler-Benz AG team in 1963 and taking to the wheel of a Mercedes-Benz 220 SE, he notched up a final win in the Polish rally and came second in the German rally (including a class victory) and in the Argentinian Road Grand Prix. In the following year, he was involved in the triple victory by Böhringer/Kaiser, Glemser/Braungart and Rosqvist/Falk in the Argentinian Road Grand Prix. With Ford, Dieter Glemser claimed a European Championship title for touring cars in 1971, a win in the Spa-Francorchamps 24-hour race, and the German Racing Championship (DRM) in 1973 and 1974. He ended his active racing career in November 1974 after a serious crash resulting from tyre damage in the touring car race in Macao/South-East China. Dieter Glemser was a member of the Mercedes-Benz motor sport team for ten years from 1990, responsible for organisational matters as head of department. From 2001 to 2008, he worked as a freelancer for Mercedes-AMG and Daimler AG in the area of sports and safety training and Classic events. He still drives at Mercedes-Benz Classic events to this day.

Jochen Mass
Born: 30 September 1946 in Dorfen near Wolfratshausen, Germany

Jochen Mass began his varied career in motor sport in 1968, racing in touring cars for Alfa-Romeo and as a works driver at Ford between 1970 and 1975. During this period, he won the Spa-Francorchamps 24-hour race (1972). At the same time, he also took part in Formula 2 (1973) and in 105 Formula 1 Grand Prix races (1973/74 with Surtees; 1975-1977 with McLaren; 1978 with ATS; 1979/80 with Arrows; 1982 with March). After winning the German Racing Car Championship in 1985 and a stint until 1987 as a works driver at Porsche, he joined the Sauber-Mercedes team as a works driver. He drove for this team in Group C until 1991. In the new Silver Arrow – the Sauber-Mercedes C 9 – Jochen Mass won the Le Mans 24-hour race with Manuel Reuter and Stanley Dickens and came second in the 1989 World Championship. Three years later Mass moved into team management in the DTM. Sir Stirling Moss described him as “a driver with a great feeling for racing cars and a high level of expert knowledge who is familiar with all eras of racing history”. This explains why Jochen Mass is on the scene for Mercedes-Benz right up to the present day at historic events, such as the ADAC Eifel Race at the Nürburgring. From the W 165 Silver Arrow to the Mercedes-Benz SSK – Jochen Mass knows and drives them all.

Marcel Tiemann
Born: 19 March 1974 in Hamburg

North German Marcel Tiemann came to motor sport comparatively late, but notched up early successes to establish himself among the front runners. In 1997, Mercedes-Benz signed up the promising young driver for the FIA GT Championship, in which he drove an AMG-Mercedes CLK-GTR. In his very first season, Tiemann achieved fourth place in the driver rankings – on equal points with Alessandro Nannini. 1998 saw him racing once again for Mercedes-Benz in the FIA GT Championship. When the German Touring Car Masters (DTM) resumed in 2000, he was among the Mercedes-Benz drivers in the CLK-DTM. As from 2001, he raced for various teams. His five wins in the 24-hours race at the Nürburgring are the stuff of legend, driving for Opel in 2003, followed by four wins in succession for Porsche from 2006 to 2009. After an accident which was no fault of his own when driving an Audi at the GT Open in Imola in May 2010, Tiemann was forced to end his active racing career. He was one of the most successful long-distance drivers of his era, making it onto the winner’s rostrum in at least every third one of his earlier races and claiming one of the first five places in two out of every three races. Marcel Tiemann has been a brand ambassador for Mercedes-Benz Classic since 2012.

Did you already know?
The history of the S-Class is the focus of a special exhibition at the Mercedes-Benz Museum from 18 June to 3 November 2013.

Credits: Daimler AG

Copyright © 2013, Mercedes-Benz-Blog. All rights reserved.

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Current market report: HAGI Mercedes-Benz Classic Index (MBCI) in April 2013

Numerous exclusive classics from Mercedes-Benz are amongst the most valuable vehicles in the world. Just how valuable they are is regularly tracked, for example, by the Mercedes-Benz Classic Index (MBCI) of the Historic Automobile Group International (HAGI) based in London, UK. The index works in a similar way to the indices for securities, but it refers to high-quality classic cars as investment values. Here is the current original HAGI comment on the performance of the MBCI in April 2013.MBCI performance in April 2013: −0.10 points (−0.08 per cent) to an index price of 126.52. Since the beginning of the year the index has increased by 13.31 per cent, and by +12.02 per cent in the last twelve months.Dominant 300 SL (W 198) models: both the 300 SL Coupé and Roadster dominate the HAGI MBC Index in April. This applies to the weighting in the index and to the price performance compared with the other models in the MBCI universe.

Due to its market size (average price multiplied by the number of surviving vehicles) the two 300 SL variants play a dominant role in several respects in the MBCI.

In April, this “market capitalisation” means that the 300 SL Roadster, with 15.7 per cent, is weighted in first place in the index, whilst the 280 SL (W 113) is in second place with 4.7 per cent and the 300 SL Coupé in third place with 13.7 per cent. So the two 300 SL models combined make up 29.4 per cent of the MBCI. This share alone corresponds to a capitalisation of over 1.5 billion euros.

The high weighting is also reflected in the price performance in April. The MBCI remained unchanged in principle and only fell by 0.1 point. But isolating the 300 SL in the index calculation reveals that the other components of the index combined fell by more than 3 per cent in the month of April. So the increase in both 300 SL variants almost entirely compensated for the price decrease in the other models.

The HAGI generally observes a trend towards higher-quality vehicles in the overall market and also within the various model groups. High-grade original vehicles in a good condition are in principle assessed on the same footing here as those which have already been properly restored. But high-grade original vehicles can also considerably exceed restored vehicles in value. The valuation differs merely in terms of the personal taste of the buyers, regarding the particular vehicle condition they prefer. These trends were visible in April, for example in the case of such vehicle models as the 220 Cabriolet (W 187), 220 S Cabriolet (W 180), 250 SL (W 113), 280 SE Coupé 3.5 (W 111), 450 SEL 6.9 (W 116) and 600 (W 100).

Whilst the other HAGI Indices again posted an increase during April, the MBCI consolidated over the past two months. A development which certainly appears logical, for the increase in the MBCI in the first quarter already significantly exceeds the long-term annual value of almost 9 per cent which has been determined since 1980 via back test, and is also above the value for the entire year of 2012 (+11.65 per cent).

In April, the MBCI was calculated virtually entirely from private and dealer transactions all over the world. Market participants report that, due to the currently prevailing global macroeconomic framework conditions, buyers are prepared to invest their funds in valuable classic cars. In this way they can combine passion and lifestyle aspects in this sector with tactical financial considerations.

Further key indicators and index diagrams are available in the HAGI MBCI factsheet, which can be downloaded from the HAGI website http://www.historicautogroup.com (registration and login required).

Background to the Mercedes-Benz Classic Index (MBCI)

The HAGI Indices were presented for the first time in January 2009. They exist for various car brands and have become established globally as a measure of value in the market for classic vehicles. The Mercedes-Benz Classic Index (MBCI) was launched in 2012 and on 31 December 2011 it was initialised with a value of 100. It currently records the performance of 29 of the brand’s classics. Some 23 of these models are amongst the historically most important classics of all.

All HAGI Indices use as their basis a weighting of surviving vehicles, as opposed to pure production figures, which are of little relevance in the case of vehicles with an age of 30 years or more. The MBCI pools more than 30,000 surviving vehicles from the Mercedes-Benz brand with a capital value of more than 4 billion pounds sterling (as at 2012). These vehicles date back to the period from 1926 to 1995. The index takes into account further parameters in order to paint as precise an overall picture as possible.

Background: Historic Automobile Group International

The Historic Automobile Group International (HAGI), founded in 2007, is an independent research institute for investments and has specialised in rare classic cars. The HAGI Top Index is published every month on the Financial Times website. The aim is to create market transparency and to enable market participants to make decisions on the basis of data orientation. HAGI operates a database which comprises over 100,000 actual transactions. The entries start with the production date of the vehicle and are updated daily. The data are mainly taken from four sources: private contacts, brand specialists, dealers, and auction results.

Credits: Daimler AG

Copyright © 2013, Mercedes-Benz-Blog. All rights reserved.

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The Mercedes Benz S-Class: automobile comfort of the highest standard

The history of the Mercedes‑Benz S‑Class shows that automobile comfort is far more than just a luxurious ambiance, size and performance. In fact it is far more the intelligent support of the driver and passengers through innovative technical solutions providing answers to current questions and requirements which contribute to the holistic comfort of a vehicle. Added to that is the highest quality of material, design and production. The sum of these factors provides for a perfect mobile location.

The Mercedes‑Benz S‑Class and its predecessor model series have always stood for precisely this to a particularly high degree. Even the Mercedes‑Simplex 60 hp from 1903 documents this high standard of comfort. Emil Jellinek, successful businessman and father of the Mercedes brand’s eponym had a long-distance saloon mounted on the chassis of the new top model of the Stuttgart brand for his own personal use. The comfort of the vehicle is not only reflected in the engine output of 60 hp (44 kW) which at the time was a superior achievement, but also in the spacious passenger compartment in which the occupants sat on comfortable seats upholstered with the very finest brocade.

The S‑Class’ complete ancestral line begins after the Second World War. Initially it was the two Mercedes‑Benz models 220 (W 187) and 300 (W 186), both presented in 1951, that again set standards with regard to comfort in the luxury segment. At the same time the S‑Class continued the tradition of luxurious vehicles from the Mercedes‑Benz brand and its predecessor brands. This continuity illustrates how well the engineers of each period have recognised and fulfilled the comfort requirements of customers.

But what is it exactly that makes an automobile particularly comfortable? As important the feeling of comfort is to the driver and passengers, it is still difficult to measure and express in an absolute, measurable value.

An examination of the definition of comfort

The human perception of comfort is made up of various factors such as a feeling of safety, good driving characteristics, sufficient performance, a high degree of ergonomics, and an impression of excellent quality. Furthermore, reduced fatigue, the interior climate, and clarity with regard to the operation of increasingly complex vehicle systems influence the perception of comfort. Ride comfort, that is the harmony between the moving automobile and the road, is a particularly strong constant in Mercedes‑Benz vehicles.

The 220 (W 187) and 300 (W 186) models, presented in 1951, were praised in contemporary driving tests for their extremely comfortable driving characteristics. In the generations of the S‑Class that followed, the engineers continued to increase this high level of comfort with the introduction of new innovations: for example the single-joint swing axle in the 220 “Ponton” model (W 180) with self-supporting chassis-body structure, presented in 1954, offered a previously unknown degree of driving comfort and at the same time increased driving safety. Furthermore, the so-called subframe which carries the engine and front wheels was decoupled from the body by generously designed rubber bushes which further reduced vibration in the vehicle interior.

In the years that followed, innovations such as air suspension (incorporated in the “fintail” model series W 112 as from 1963), a hydropneumatic suspension with a self-levelling system (in the 450 SEL 6.9 of the W 116 as from 1975), the Adaptive Damping System ADS (W/V 140) and Active Body Control (standard in the S 600 of the W/V 220 model series) contributed to a higher standard of driving comfort. Many of the solutions first premiered as standard or special equipment in the S‑Class before finding their way into the other vehicle segments.

The automobile: the driver’s partner

Driving comfort also means that the automobile plays a partner-like assisting role for the driver. The relevant functions range from automatic transmission to modern support systems as inherent elements of the integrated safety provided by Mercedes‑Benz.

From this perspective, the evolution phases of the S‑Class include for example the hydraulic automatic “Hydrak” clutch (W 180, as from 1957), the electronically controlled five-speed automatic transmission (W/V 140, as from 1995) and the 7G-TRONIC seven-speed automatic transmission with an electronic control system and the DIRECT SELECT steering wheel gearshift (W/V 221, as from 2005).

Cruise control has been available as an option since its introduction in 1975 in the S‑Class of the W 116 model series. In 1995, PARKTRONIC, the electronic parking aid, and the Auto Pilot System (APS) for navigation premiered in the W/V 140 model series followed by LINGUATRONIC, the voice-operated control system in 1996. COMAND, the control and display system with a dynamic navigation system and KEYLESS-GO an access and drive authorisation system without keys were launched in the W/V 220 model series in 1998.

New interfaces

The S‑Class of the W/V 221 model series with systems such as the further-developed adaptive cruise control DISTRONIC PLUS which brakes the vehicle to a standstill in critical situations illustrates how innovative technology is increasing the importance of the car in its role as a partner for the driver. The SPLITVIEW display (as from 2009) offers a new optical interface for the interactive services provided by COMAND Online, which simultaneously displays different contents on the screen for the driver and passengers. As a result, the driver can use the navigation system whilst the front passenger uses the Internet.

Daimler AG regularly shows the future of comfortable vehicle operation in visionary research vehicles whose functions are often launched in standard production together with the S‑Class. In 2011, for example, the F 125! fascinated with the “@yourCOMAND” telematics system which is controlled by gestures and voice.

Climate and ergonomics

Personal wellbeing is an emotion which particularly contributes to the perception of comfort. That is why engineers have always worked at improving the standard of climate and ergonomics in every generation of the S‑Class. As a result the Mercedes‑Benz models in the luxury segment offered a heating system with a blower as early as 1951 – which at the time was far from being the rule. This comfort equipment was even standard in the 300 model – the “Adenauer-Mercedes” (W 186) – and was available as an option for the smaller 220 (W 187) model. In the 220 (W 180) “Ponton” model with self-supporting chassis-body structure presented in 1954 it was possible to individually regulate the driver’s and front passenger’s heating. As of 1958 customers who purchased the 300 (W 189) model could order an air conditioning system – then known as a “cooling system” if required. By the time, the new generation of S‑Class was launched in 1991 (W/V 140), technology had further developed and included automatic climate control with an activated charcoal filter and CO/NOX-sensitive sensors. Finally in 1998, the W/V 220 model series offered multi-zone automatic climate control with individual control at each seat depending on the sun’s position as well as luxury seats with ventilation and dynamic multicontour backrest – as an optional extra.

A high degree of ergonomics is a further key to comfort. Here, the Mercedes‑Benz models in the high-end and luxury segment began to set priorities with intelligent interior design at a very early stage – for example with the self-supporting chassis-body structure of the Mercedes‑Benz 220 “Ponton” (W 180) from 1954 and a version with a longer wheelbase, first implemented in 1963 in the “fintail” Mercedes 300 SE from the W 112 model series. Innovations ranging from the electrically adjustable steering column in the W/V 126 model series (as from 1985) to the dynamic multicontour front seats with extended massage function in the W/V 221 (as from 2005) mark the path of development as the car is adapted to perfectly match the driver’s requirements.

Travelling with the greatest degree of comfort – that is the leitmotif throughout the history of the S‑Class since the very beginnings of this extraordinary family of models from Mercedes‑Benz. And the technically excellent future of the S‑Class continues to build on this legacy with new innovations.

Comfort highlights in the S‑Class and its predecessor model series

The Mercedes‑Benz S‑Class and its predecessor model series have always been pioneers of innovative automobile technology. Repeatedly they have brought improvements onto the market which have then found acceptance throughout. The following is a short overview of the comfort-relevant features in the individual model series.

Mercedes‑Simplex 60 hp (1903 to 1905)

- Cutting-edge high-performance engine: large-displacement four-cylinder engine with overhead inlet valves for superior performance

- A spacious body with comfortable padded seats and top-quality fabric covers

Mercedes-Benz Nürburg, W 08 (1928 to 1933)

- First Mercedes-Benz series passenger car with an eight-cylinder engine

- Luxurious and spacious Pullman body

- High-speed transmission system as special equipment (as from 1931, in conjunction with increased cubic capacity)

Mercedes-Benz 770 “Super Mercedes”, W 07, W 150 (1930 to 1943)

- First series production car with an eight-cylinder supercharged engine

- High-speed transmission system (five-speed manual transmission as from 1938)

- De Dion rear axle (as from 1938)

Mercedes-Benz 320, W 142 (1937 to 1942)

- All-synchromesh four-speed transmission (with remote action gear as from 1939)

- Pullman Saloon (series production with exterior case for luggage as from 1939)

Mercedes-Benz 300, W 186 and W 189 (1951 to 1962)

- Cutting-edge six-cylinder engine with overhead camshaft

- Electrically-operated torsion bar suspension to compensate the height under heavy loads

- Heating system with blower as standard

- Air conditioning system as special equipment (as from 1958)

- Power-assisted steering as special equipment (as from 1958)

Mercedes-Benz 220, W 187 (1951 to 1954)

- Cutting-edge six-cylinder engine with overhead camshaft

- Heating system with blower as an option

Mercedes-Benz 220 /220 S/220 SE, W 180/W 128 (1954 to 1959)

- Increased spatial comfort due to modern Ponton shape

- Front suspension subframe

- Single-joint swing axle with low centre of rotation

- Heating system with blower as standard, individually regulated for driver and front passenger

- Hydraulic automatic “Hydrak” clutch as special equipment (as from 1957)

Mercedes-Benz 220 to 300 SE long, W 111/W 112 (1959 to 1965)

- Four-speed automatic transmission (as from 1961)

- Air suspension (300 SE, as from 1961)

- Long version available (300 SE, as from 1963)

- Central locking as special equipment (300 SE long)

Mercedes-Benz 600, W 100 (1963 to 1981)

- Powerful, large-displacement V8 engine

- Four-speed automatic transmission

- Air suspension

- Power-assisted steering

- Convenience hydraulic system for seat adjustment, opening and closing doors, windows and the boot

- Electronically controlled heating and ventilation system

Mercedes-Benz 250 S to 300 SEL 6.3, W 108/W 109 (1965 to 1972)

- Hydropneumatic compensating spring on rear axle

- Air suspension (300 SEL, 300 SEL 6.3, 300 SEL 3.5)

- Top-of-the-range 300 SEL 6.3 with powerful V8 engine with an output of 250 hp (184 kW), and sports car performance (as from 1968)

Mercedes-Benz S‑Class W 116 model series (1972 from 1980)

- Dirt-deflecting tail lights, dirt-deflecting side windows

- Cruise control as special equipment (as from 1975)

- Double wishbone front axle with zero scrub radius

- Coupled-link axle with anti-squat control (450 SE, 450 SEL, 450 SEL 6.9)

- Automatic transmission with torque converter as special equipment (standard on 450 SE, 450 SEL, 450 SEL 6.9)

- Self-levelling hydropneumatic suspension (450 SEL 6.9, as from 1975)

Mercedes-Benz S‑Class W/V 126 model (1979 to 1991)

- Electrically adjustable steering column as special equipment (as from 1985)

- Automatic limited-slip differential as special equipment for the six-cylinder models (as from 1985)

- Acceleration skid control system ASR as special equipment for V8 models (as from 1985)

Mercedes-Benz S-Class W/V 140 model series (1991 to 1998)

- First Mercedes‑Benz standard production passenger car with a twelve-cylinder engine; then the brand’s most powerful passenger car engine ever (600 SE, 600 SEL)

- Electronically controlled five-speed automatic transmission (standard for V8 and V12 models, as from 1995)

- Speed-sensitive power steering

- Double-glazed side windows for maximum noise comfort

- Automatic climate control with activated charcoal filter and CO/NOX-sensitive sensors as standard (S 600) or as optional equipment

- Electrically folding exterior mirrors

- Power closing for doors and boot lid as special equipment

- Seat belts with automatic height adjustment

- Adaptive Damping System ADS as special equipment

- PARKTRONIC electronic parking aid as standard equipment (S 600, as from 1995) or as special equipment (as from 1995)

- Auto Pilot System APS navigation system as special equipment (as from 1995)

- TELE-AID emergency call system (as from 1997) as special equipment

- LINGUATRONIC voice-operated control system as special equipment (as from 1996)

- Xenon headlamps with dynamic headlamp range adjustment as special equipment (as from 1996)

Mercedes-Benz S‑Class W/V 220 model series (1998 to 2005)

- 7G-TRONIC seven-speed automatic transmission with electronic control (S 430, S 500, as from 2004)

- AIRMATIC air suspension with electronically controlled Adaptive Damping System

- Active Body Control suspension as special equipment (standard in the S 600)

- Automatic headlamp mode

- COMAND control and display system with dynamic navigation system as special equipment

- Multi-zone automatic climate control with individual control at each seat depending on the sun’s position

- Luxury seats with ventilation and dynamic multicontour backrest as special equipment

- DISTRONIC adaptive cruise control as special equipment

- KEYLESS‑GO access and drive authorisation system as special equipment

- Bi-xenon headlamps with dynamic headlamp range adjustment as special equipment (as from 2002, standard in the S 600)

- 4MATIC all-wheel drive as special equipment (S 430, S 500, as from 2002)

Mercedes-Benz S‑Class W/V 221 model series (2005 to 2013)

- 7G-TRONIC seven-speed automatic transmission with electronic control and DIRECT SELECT steering wheel gearshift

- Active Body Control ABC suspension with crosswind stabilisation as special equipment (standard in the S 600)

- ADAPTIVE BRAKE brake system

- Further development of DISTRONIC PLUS adaptive cruise control (with braking to a standstill) as special equipment

- Further developed COMAND system with controller on the transmission tunnel

- SPLITVIEW display as special equipment (as from 2009)

- Parking Assist as special equipment

- Active Night View Assist as special equipment

- Adaptive Full Beam Assist as special equipment (as from 2009)

- Speed Limit Assist as special equipment (as from 2009)

- Dynamic multicontour seats with new massage function

- Parking brake with electronic assistance

Credits: Daimler AG

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