Press Release Gleaming stars “Dream Cars by Mercedes-Benz”

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Design, sportiness, glamour

“Dream Cars by Mercedes-Benz” – Highlights
Benz Patent Motor Car: The first car in the world allowed Carl Benz’s dream of a carriage without horses to come true in 1886.
Sought-after: By no later than the turn of the 20th century in the highest echelons of society it was considered good form to drive a vehicle by Benz & Cie. or Daimler-Motoren-Gesellschaft – or to be driven in one.

Milestone: At the start of the 20th century Mercedes became the first luxury car brand in the world and thereby represented the incredibly successful transformation of the Daimler technology brand into the luxury and lifestyle brand of Mercedes. The first Mercedes both brought an end to the era of the motorised carriage and is considered to be the first modern car.

Luxury, performance, refinement: From the 1920s the brand implemented the compressor in motorsport for increased performance. The compressor vehicles of this era not only deployed superior engine power, but also an immense charisma – right to this day.

Individual dreams ex factory: The powerful and luxurious 500 K was available in seven body variants. It was produced in the Sindelfingen production facility. More than 90 per cent of customers opted for a factory body by Mercedes-Benz instead of the individual bodies made by external coachbuilders, as was often the case in the top automotive segment at that time.

Visible speed: In the 1930s Mercedes-Benz offered the “streamlined saloon” body variant for several models. The public enthusiastically celebrated it as the “autobahn courier”.

“Gullwing”: Design and technology made the 300 SL Coupé the dream sports car of its time in 1954 – and to this day. It was based on the racing sports car of the same name from 1952. The doors were not an aesthetic end in themselves, but actually technically necessary because of the high tubular frame to the sides.

Comfort, spaciousness, performance: Introduced in 1963, the Mercedes-Benz 600 was the ultimate combination of motoring luxury and technology at the highest level. It was built until 1981.

Future included: C 111 (1969) and C 111-II (1970) are dream cars with visionary technology – Wankel engine, body made from state-of-the-art materials and a wedge-shaped silhouette as if from the future. But the research vehicles were and remain unsaleable unique pieces – despite blank cheques from potential buyers.

Dream cars for many: The 123 model series presented in 1976, a predecessor of the E-Class, inspired experts as it did customers right from the off. Within a short period the first year’s production was sold out – therefore making it clear that a dream car by Mercedes-Benz does not always have to be the top model.

“The Hammer”: In the 1980s the V8 high-performance vehicles by AMG, based on the 124 model series, topped out at over 300 km/h. The coupé even made it onto the German “Tagesschau” news programme.

Performer in a tailor-made suit: The SEC Coupés of the 126 model series combined luxury, power and aesthetic appeal on the highest level. The timelessly beautiful design was created under the leadership of head designer Bruno Sacco.

“Ready to race”: This describes the 190 E 2.5-16 Evolution and Evolution II ex factory. In 1989 and 1990, 502 of each of these cars were created as road-ready models for use in DTM touring car motorsport. The road-ready version cost DM 115,259.70 – as much as a well-equipped 500 SEL.

Connection: Vision CLS founded a new type of car in 2003. It harmoniously blended the elegant but sporty silhouette of a coupé with the advantages of a four-door saloon. The design of the vehicle study, for which head designer Peter Pfeiffer was responsible, emphasised fascination and emotion.

Just 100 units: The 2003 season of the German Touring Car Masters (DTM) was extremely successful for Mercedes-Benz – Bernd Schneider won the title for the fourth time. The brand celebrated this in 2004 with the exclusive CLK DTM AMG Coupé.

First sports car completely developed by AMG itself: “Driving Performance” on the highest level was offered by the Mercedes-Benz SLS AMG, which became a dream car and not just because of its gullwing doors. The design of the production vehicle was created under the auspices of Gorden Wagener, head designer of the brand since 2008. With 464 kW (631 hp) the “Black Series” was the most powerful street-legal version.

G-Class squared: The G-Class, for many drivers and fans already the dream cross-country vehicle, was enhanced with the spectacular G 500 4x4² in 2015. With mighty portal axles from the three-axle G 63 AMG 6x6 including double spring damper struts and adjustable damping, a staggering 450 millimetres of ground clearance and 1,000 millimetres of deep wading it offered divine off-road properties.

All-rounder and dream car: With its outstanding off-road capability as well as the offer of Mercedes-Benz Special Trucks to fulfil even eccentric individualisation requests, the Unimog is truly a “universal motorised device”, which can overcome even the most unusual deployments and challenges.
Excellence in all disciplines
Fascination with Mercedes-Benz – dream cars from almost 135 years of brand history
What characterises a dream car by Mercedes-Benz? Is it the design? A powerful drive and high driving dynamics? Or the shine of the Mercedes star? The answer is: all three factors are important, others also play their part, in varying levels of importance – and, of course, subjective perspectives. For example, for some the sportily elegant Mercedes-Benz 500 K Special Roadster from 1934 is an all-surpassing dream car of the brand. For others it’s the sleek 230 E from 1980 – because with a carefully considered purchase it is not only one dream that’s fulfilled, but many years of dreams. And even a Mercedes-Benz commercial vehicle, such as a Unimog, can, of course, be a dream car for anyone dreaming of a partner with optimum functionality that will be reliable for years and therefore pay for itself on a daily basis.
A journey back to 1886. Carl Benz registered his three-wheel tractor vehicle for a patent and invented the car. Gottlieb Daimler used his fast-running petrol engine as a basis for universal mobility. As a result, dreams were fulfilled for both of them. The technology pioneers proved – independently of one another and in different ways – that their visionary ideas of a motorised vehicle actually worked. They lived their dream of flexible mobility without carthorses in front of the vehicle and found customers who they fascinated and inspired with their early products.

Starting the engine at any time in any place, sitting in the seat and just driving off: since the inventions by Benz and Daimler this dream has been fulfilled by the car. The young and dynamic companies Benz & Cie. and Daimler-Motoren-Gesellschaft – visionary start-ups of their time – were pacemakers at the forefront of this movement. They built desirable products and their excellent reputation spread around the entire world.

While the very early years were still characterised by technical innovation, at around the turn of the 20th century the aspects of design and sportiness became more and more important: a car not only had to work perfectly, but should also look good and allow fast and safe driving. Although the design was characterised much more by technology for many years yet.

A number of manufacturers already offered cars as austere mobility machines from this point onwards. And it cannot be denied that they also fulfilled the dreams of their customers. Yet, since the early years, Mercedes-Benz and its preceding brands have, in an uninterrupted series, designed vehicles that are considered true dream cars because of their holistic perfection. In their time and far beyond it – in many cases to this day.

An exceptional sum of all its properties

Of course: the definition of a dream car can never be universal. It is always personal and individual and is invariably in the eye of the beholder or in the hands of the user. In the case of Mercedes-Benz, however, several central features of the star beam again and again: above all they are technical excellence and innovative strength in conjunction with outstanding design and the highest quality of workmanship. Furthermore there’s the glamour of famous owners and official appearances that spread the fascinating vehicles on the great stages of the world.

With an exceptional sum of all its properties on an exceptional level and the incredibly skilful, holistic realisation as a car, Mercedes-Benz has worked its way to pole position in the market in every era. Dream cars with a star are created on this strong foundation. This is what makes Mercedes-Benz so unique and the vehicle of the brand so desirable. This tradition goes back more than 130 years – further than any other manufacturer.

The visionary thinking and the creativity of the engineers, designers and production specialists – and many other participants – are the guiding principles in the brand history. After all, an innovation in any field is often far ahead of its time. In many cases the customer receives something in the product that they wouldn’t even have thought of themselves – which, sure enough, convinces them of the benefit, design quality or reliable function in its everyday use.

At the same time, it becomes clear that technology and design are inseparable in a dream car. For if a vehicle is only beautiful or only equipped with innovative technology, it might disseminate a certain fascination, but in most cases this will not last beyond the production period, or at least very rarely. A dream car, on the other hand, lasts forever.

A look at the commercial vehicles with the famous star. After all, in places all over the world you can find professional drivers behind the wheel of their Mercedes-Benz that is their pride and joy – be it a van, truck or bus. The Unimog is definitely a dream car in this category: with its outstanding off-road capability as well as the offer of Mercedes-Benz Special Trucks to fulfil even eccentric individualisation requests, it is truly a “universal motorised device”, which can overcome even the most unusual deployments and challenges.

Dream cars are also always key vehicles for the public perception of the brand. Within the big picture of a complete product portfolio, on the one hand, they are special highlights. On the other, they exercise a signal effect, which, in some cases, has moved the brand in a new direction and therefore forwards. Such as in the direction of sportiness. This applies, for example, to the Mercedes-Simplex family, to the compressor vehicles of the 1930s, to the 300 SL “gull-wing model” in the 1950s and to the Mercedes-AMG GT today. But it also applies to saloons, coupés, cabriolets and estates in every decade and every model series. The effect is always interlinked and lights up every current vehicle. This creates the overall image, the big picture, in which each individual product finds its meaning.

Technology: striving towards the best

Innovative technology by Mercedes-Benz has attracted a great deal of fascination since time immemorial. Be it the high performance of the drives, a chassis with comfort and dynamic qualities even at higher speeds, ground-breaking light systems, inventions in passive and active safety influencing the entire sector or the pleasant functionality of electronic assistance systems – even if it is just the knowledge that they are reliably keeping vigil in the background: technology has always been a part of the dream car at Mercedes-Benz.

Many vehicles in the brand history have become innovation leaders beyond their class. This affects the entire vehicle technology, for example, for the drive system, driving dynamics and comfort or controls. Mercedes-Benz is always setting new standards. Targeted safety development has been particularly emphasised since the middle of the 20th century: sector-defining milestones range from Béla Barényi’s safety body (premiered in 1959 in the “tail fin” saloons of the 111 model series) to the ABS anti-lock braking system (premiered in 1978 in the S-Class of the 116 model series) and the driver’s airbag (premiered in 1981 in the S-Class of the 126 model series) to the Electronic Stability Program ESP® (premiered in 1995 in the S-Class Coupé of the 140 model series) to the variety of current solutions in Intelligent Drive, the Mercedes-Benz philosophy for networked and integrated safety. Each of these innovative steps makes the respective Mercedes-Benz model series a dream car. After all, with each pioneering development in safety the engineers and technicians of the brand come a little closer to their vision of accident-free driving.

Of course, the technology of a dream car is not limited to its function alone, but also captivates with the harmonious and aesthetic integration into the entire vehicle concept. This can be seen as if under a magnifying glass when taking a look at the countless individual components from almost 135 years: they are, naturally, designed with very formal aesthetic appeal. The engine compartment of a compressor vehicle from the 1930s, for example, shows a design quality that was driven by the technical, but also by perfection, just like the sophisticated design of fine details in human-machine interfaces. This particularly includes the current Mercedes-Benz User Experience MBUX, an all-new multimedia system introduced in 2018 that creates an emotional bond between vehicle, driver and passengers. What’s more, it has the ability to learn thanks to artificial intelligence.

Design: proportions bring a design to life

Design is also one of the most important factors to Mercedes-Benz’s success. “A car must be intelligent and beautiful”, says Robert Lesnik, Director Exterior Design at Mercedes-Benz. “Every good vehicle design in history has been luxurious and sensual – that’s why the classics are so sought after now. The aesthetic ideal of these shapes is simply attractive.” With particular emphasis on today’s vehicles, Lesnik says: “Exciting proportions create energy for expression and hold the whole thing together. Proportions are the essential ingredient of vehicle design. And stunning proportions are hallmark Mercedes-Benz.”

Every era’s interior has provided a feeling for the care and intensity with which the designers – or stylists, as they used to be known – were working. It is all about a high quality of experience, although aspects such as operating safety are always taken into account. Gorden Wagener, Chief Design Officer of Daimler AG, puts it in a nutshell for today’s vehicles, but this also applies to earlier designs of the brand: “In the interior, too, the emphasis is on the bipolarity of traditional craftsmanship and high-tech at Mercedes-Benz – the vehicles are also sensual and pure on the inside and set standards with precision and quality. Today, interior design in automotive engineering is the design of living spaces.” Wagener adds a vital dimension: he sees luxury as the decisive driver for values and innovations. It is essential to the sustainability of the Mercedes-Benz brand. “Our design orchestrates the luxury of the brand. It’s all about choice materials, quality, the best workmanship, traditional craftsmanship, state-of-the-art technologies and pioneering design. In short, it is what we have always offered our customers in the brand and in the product.”

Good design is timeless

In his younger years Bruno Sacco was one of the formative Mercedes-Benz designers. He joined the company in 1958. In 1975 he became the chief stylist, as it was still called at the time, and remained it until 1999. Under his aegis key vehicles, such as the S-Class of the 126 model series including the coupé, the W 201 “Baby-Benz” model series and the SL of the R 129 model series, were created. He was even involved in the model initiative in the 1990s, including the CLK, SLK, A-Class and M-Class. Nevertheless: “Design is always a team effort”, Sacco emphasises. “I had the privilege of leading a very good team. When I took charge, I moderated the team. And I think that it went well on several occasions.” Went well – one or two fans of the brand might find this something of an understatement considering the many outstanding vehicles from Sacco’s era. Yet the former chief designer does not seek the spotlight: “It could be that the R 129, for example, is considered a masterpiece. If it is, then it is a masterpiece of my team. The dimension of the dream car was never part of my job.” He thinks for a moment. “My goal was always well-made cars, that is to say without errors in the design. I find such cars decent”, he says, laughing. “Everyone sees the topic of dream cars differently. But I like it that way.”

In 1999 Sacco’s long-time colleague Peter Pfeiffer took over management of the design department. He is very clear: “From a customer’s point of view every Mercedes-Benz is a dream car. Every vehicle must be in a position to appeal to all the senses – such as the look, touch and feel, smell, emotion, sound. Everything must be in harmony so that the whole composition of Mercedes-Benz is created.” Design plays a significant role in this. After all, it is in a position to visualise dreams and to give shape to dreams. How is that done? “People are the most important prerequisite for dream cars. People who have the courage to take off, who have creativity, who are prepared to think in new categories, who dare to do things that have not previously existed. And all this in an atmosphere that rewards risk and does not punish failure.” Does a designer have to be able to dream in order to design a dream car? “Yes”, says Peter Pfeiffer, “but one must never forget: really hard work is required to design a dream car. It is not enough to have a dream alone. What’s decisive is the realisation.”

He considers the CLS to be one of the key vehicles of his time as chief designer. It moved the Mercedes-Benz design in a decisive direction: the CLS clearly strengthened the role of elegance and sensuality. “Both properties directly connect it to the 500 K Special Roadster from the 1930s.” A second important vehicle of his era was the SLS AMG, which transported features of the 300 SL sports car from 1954 to the present. Peter Pfeiffer: “Mercedes-Benz shows that the brand can always draw upon the past to project something into the future, without slipping into a retro design.”

So what is it that ultimately makes up a Mercedes-Benz dream car? Presumably the consistently individual relationship between the driver or beholder and the car is decisive. The outstanding qualities of design, sportiness and glamour inspire on a very personal level; they rouse emotions and they create dreams. It is the merit and strength of Mercedes-Benz to awaken these intensive feelings in every era. This tradition belongs to the DNA of the dream cars of the brand from Stuttgart.
“Dream cars by Mercedes-Benz”: The vehicles of the Classic Insight


Benz Patent Motor Car (1886)

Carl Benz’s dream comes true: on 29 January 1886, the engineer from Mannheim applied for a patent on his “gas-powered vehicle”. Patent number DRP 37435 ranks as the birth certificate of the car, and gave its name to the Patent Motor Car. The world’s first car was a distinctive design in which the engine and chassis formed an organic unit. Benz designed it as a three-wheeler, as he was not convinced by the drawbar steering used for coaches. Carl Benz’s key achievement was the persistence with which he turned his vision of a “horseless carriage” into reality: he had the idea of a tractor vehicle and had it patented; he designed it, built it and tested it. He launched the vehicle on the market, he mass-produced it, developed it further and therefore made his invention usable. The Benz Patent Motor Car ushered in a new era of personal mobility.

Technical data – Benz Patent Motor Car
Year of manufacture: 1886 (faithful reconstruction)
Cylinders: 1
Displacement: 954 cc
Output: 0.55 kW (0.75 hp) at 400 rpm
Top speed: 16 km/h



Mercedes-Simplex 40 hp (1903)

Remarkably simple: the Mercedes-Simplex 40 hp was launched in March 1902, superseding the legendary Mercedes 35 hp. The suffix “Simplex” was intended to indicate how easy the new model was to operate for its time. Its immediate predecessor marked the end of the carriage style that had dominated the industry and is thus considered to be the first modern car. Characteristic features included the long wheelbase, the light and powerful engine installed low down and the honeycomb radiator integrated organically into the front end, which was to become distinctive for the brand. The “Mercédès era” ushered in by the Mercedes 35 hp was characterised by a passion for innovation, visionary drive and technical creativity. There is a parallel here to today: Mercedes-Benz is now once again applying the same values to advance the future of mobility. Delivered in 1903, the white specimen from the Mercedes-Benz Classic collection is one of the oldest, preserved vehicles bearing the Mercedes brand. It shows the future of the car as it was presented at the start of the 20th century.

Technical data – Mercedes-Simplex 40 hp
Production period: 1902 to 1905
Cylinders: 4/inline
Displacement: 6,785 cc
Output: 29 kW (40 hp) at 1,050 rpm
Top speed: 75 km/h



Mercedes-Benz 500 K Special Roadster (W 29, 1936)

In the 1930s, Mercedes-Benz dominated the market segment of the international luxury class with its eight-cylinder supercharged cars. The “Model 500 with supercharger”, 500 K for short, came out in 1934 as a sporty and elegant top model of the Mercedes-Benz passenger car range and was available in eight different body versions. The crowning glory of all variants was the especially elegant and luxurious Special Roadster. With a price tag of initially 26,000 and later 28,000 Reichsmark (which could also buy a villa on the Wannsee lake), it was also the most expensive version of the 500 K. And the most elegant and exclusive as, together with the roadster version also available, only 29 units were ever built. The 500 K and its successor, the 540 K, became legends not just because of their superior power delivery, but also because of their ravishingly beautiful, luxuriously finished coachwork bodies. They were built under the direction of Hermann Ahrens in the special car construction department, which was newly founded in 1932 at the Mercedes-Benz plant in Sindelfingen. With their elegant, flowing lines and extensive individualisation options, the bodies made in Sindelfingen were so highly esteemed by customers that, out of the total of 761 customers who purchased a 500 K or 540 K, fewer than 10 per cent opted for coachwork from one of the renowned coachwork builders in Germany or abroad – an exceptionally low proportion for a luxury vehicle in those days.

Technical data – Mercedes-Benz 500 K Special Roadster (W 29)
Production period: 1934 to 1936
Cylinders: 8/inline
Displacement: 5,018 cc
Output: 74 kW (100 hp), with compressor 118 kW (160 hp) at 3,400 rpm
Top speed: 160 km/h



Mercedes-Benz 500 K Cabriolet B (W 29, 1936)

The new “Model 500 with supercharger” was presented by Mercedes-Benz at the International Motor Show in Berlin in March 1934. In order to satisfy demanding customers and individual requirements, alongside eight body versions, the 500 K also had three chassis versions: two long ones each with 3,290 millimetres, but which differed in construction placement, and a short one with 2,980 millimetres. The price for every version, except for the Special Roadster, was 22,000 Reichsmark; the chassis came to 15,500 Reichsmark. As soon as the end of April 1936 the displacement was increased to 5.4 litres and, from September, the model designation was adjusted to the enlarged displacement. The sporty luxury cars of the W 29 model series offered not only performance that was sensational at the time but also a previously unknown refinement. They could be driven around at slow speeds without problems, but when required they unleashed a liveliness of spirit that was breathtaking. Slightly stronger pressure on the accelerator pedal increased the output by 60 per cent: because this engaged the supercharger clutch, and the twin blower forced air at 0.3 bar into the twin carburettors to release additional performance. The 118 kW (160 hp) then created in the 500 K were transferred via a bolt-sprung swing axle to the road surface, as was already standard configuration at Mercedes-Benz by the mid-1930s. The Cabriolet B, with 190 vehicles, was the most frequently built body version.

Technical data – Mercedes-Benz 500 K Cabriolet B (W 29)
Production period: 1934 to 1936
Cylinders: 8/inline
Displacement: 5,018 cc
Output: 74 kW (100 hp), with compressor 118 kW (160 hp) at 3,400 rpm
Top speed: 160 km/h



Mercedes-Benz 320 n Combination Coupé (W 142, 1937)

Mercedes-Benz presented the 57 kW (78 hp) model 320 (W 142) in 1937. The comfortable and powerful six-cylinder model of the luxury class was built in two wheelbases and countless body variants – just like the model 290 (W 18) before it, which it replaced. Mercedes-Benz only produced the shorter model 320 n with a 2,880-millimetre wheelbase for two years, whilst the model 320 with a 3,300-millimetre wheelbase was built until 1942 (with a 3.4-litre engine from 1939). The 320 n Combination Coupé presented itself as a sportily elegant version of the W 142 model series – just like the Cabriolet A that was also available. At its market launch it had a list price of 12,300 marks and was therefore around 3,300 marks more expensive than the saloon. Back then, the term combination coupé described a cabriolet with a detachable hardtop. The car’s two-colour paint finish in red and black from the collection of Mercedes-Benz Classic underlined its luxurious flair – and its exclusive elegance: only 19 of these sporty two-seater dream cars were built.

Technical data – Mercedes-Benz 320 n Combination Coupé (W 142)
Production period: 1937 to 1938
Cylinders: 6/inline
Displacement: 3,208 cc
Output: 57 kW (78 hp) at 4,000 rpm
Top speed: 130 km/h



Mercedes-Benz 320 with streamlined body (W 142, 1938)

It was with this vehicle design that the dream of fast, comfortable and safe driving on the motorway took shape: inspired by the new autobahns, Mercedes-Benz offered various personal car models as an “interior drive in a streamlined form” during the 1930s. The Mercedes-Benz 320 launched in 1937, with its high standard of motoring culture and more powerful performance compared to the predecessor 290, was also available in this dynamic body design. With a price tag of 14,500 marks it was the most exclusive version of the 142 model series. By comparison, the saloon with four doors and four windows cost 8,950 marks; the combination coupé based on the short wheelbase was available for 12,300 marks. The improvements in terms of fuel consumption and top speed were comparably less noticeable in the streamlined saloon, described as an “autobahn courier” by the inspired public. A characteristic feature of the 320 “autobahn courier” was the split, wedge-shaped windscreen.

Technical data – Mercedes-Benz 320 (W 142)
Production period: 1937 to 1942
Cylinders: 6/inline
Displacement: 3,405 cc
Output: 57 kW (78 hp) at 4,000 rpm
Top speed: 126 km/h



Mercedes-Benz 300 SL Coupé (W 198, 1955)

In February 1954, the 300 SL standard-production sports car (W 198) celebrated its world premiere at the International Motor Sport Show in New York. The coupé was called the “Gullwing” or the “Papillon” (butterfly) owing to its distinctive roof-mounted doors, which resembled a gull’s wings. However, they were not an aesthetic end in themselves, but actually technically necessary. This was because the tubular space frame was so high at the sills that conventional door constructions were simply not possible. The high-performance sports car was based on the legendary 300 SL racing sports car (W 194) from the 1952 season. It was the first standard-production car in the world with a four-stroke petrol injection engine. With an engine output of 158 kW (215 hp) – a good 25 per cent more than the carburettor motor racing version of 1952 – and a top speed of up to 250 km/h, the W 198 was in the top echelon of production sports cars in its day, which also made it predestined for racing. One legendary triumph was the triple class victory of the 300 SL “Gullwing” in the 1955 Mille Miglia. John Cooper Fitch and his co-driver Kurt Gessl took fifth place in the overall classification in car number 417, which represented their starting time of 4:17 a.m., and led the field of production sports cars with engines over 1.3 litres of displacement ahead of two other “Gullwings”. A total of just 1,400 SL “Gullwings” were built between 1954 and 1957, of which 29 had aluminium bodies.

Technical data – Mercedes-Benz 300 SL Coupé (W 198)
Production period: 1954 to 1957
Cylinders: 6/inline
Displacement: 2,996 cc
Output: 158 kW (215 hp) at 5,800 rpm
Top speed: Up to 250 km/h



Mercedes-Benz 300 SL Roadster (W 198, 1961)

At the Geneva Motor Show in March 1957, Mercedes-Benz unveiled the 300 SL Roadster (W 198) as the successor to the 300 SL “Gullwing” Coupé of the same model series, which had made its debut in 1954. On a technical level, the open-top sports car was very much like the coupé, although the modified space frame allowed the installation of conventionally attached doors, which were necessary for open-top driving and offered more comfort when getting in and out. The chassis was also further developed: the single-joint swing axle with lowered pivot point superseded the classic two-joint version. On the 300 SL Roadster, it was equipped for the first time with a compensating spring. From the autumn of 1958 onwards, the roadster was also available on request with a detachable coupé roof. It was from the standard-production 300 SL Roadster that the Mercedes-Benz engineers developed the 300 SLS racing variant with which Paul O’Shea won Category D of the American Sports Car Championship in 1957. This completed the circle, as the 300 SL was based on the racing car of the same name (W 194), which was used very successfully in motorsport in the 1952 season. In 1961, the 300 SL Roadster was provided with disc brakes, and a cast-aluminium engine block in 1962. Production of the sports car continued until 1963. Those seven years saw a total production of just 1,858 units of the highly exclusive sports car, which is today an especially sought-after classic car.

Technical data – Mercedes-Benz 300 SL Roadster (W 198)
Production period: 1957 to 1963
Cylinders: 6/inline
Displacement: 2,996 cc
Output: 158 kW (215 hp) at 5,800 rpm
Top speed: Up to 242 km/h



Mercedes-Benz C 111-II with V8 engine (1970)

Mercedes-Benz presented the C 111 at the Frankfurt Motor Show (IAA) in September 1969. The research vehicle with its extreme wedge shape and gullwing doors had a glass-fibre-reinforced plastic body and was powered by a three-rotor Wankel engine with an output of 206 kW (280 hp). This futuristic sports car could reach a speed of up to 270 km/h. The following year, the revised C 111-II version was shown at the Geneva Motor Show – except now with a four-rotor Wankel engine delivering 257 kW (350 hp). This version could accelerate from 0 to 100 km/h in 4.9 seconds and reach a top speed of 300 km/h. The C 111-II also served as the basis for a V8 variant of the C 111 containing the M 116 production engine (147 kW/200 hp), which Mercedes-Benz engineers and technicians used for the purposes of comparison with the rotary-engined sports car. Despite numerous orders, the C 111 remained a purely experimental vehicle and never entered production. Mercedes-Benz instead went on to develop a series of record-breaking vehicles based upon it: the C 111-II D (1976) and the C 111-III (1977-1978), both with a five-cylinder diesel engine and the C 111-IV (1979) with V8 petrol engine and turbocharging.

Technical data – Mercedes-Benz C 111-II with V8 engine
Production period: 1970
Cylinders: V8
Displacement: 3,499 cc
Output: 147 kW (200 hp) at 5,800 rpm



Mercedes-Benz 280 SE 3.5 Cabriolet (W 111, 1971)

Even when still in production, the luxury “tail fin” cabriolets presented in 1961 had a strong following with their timeless, classic appearance. This is why they remained in the Mercedes-Benz product range when most of the saloons in the W 111 series were replaced by a newly designed model generation in August 1965. With the exception of the soft top and additional body reinforcements, the exclusive cabriolets match the W 111 coupés in every detail. In the same year the model 220 SE Cabriolet, presented in August, was joined by the 300 SE Cabriolet with the additional trim and the technology of the model 300 SE (W 112) with air suspension. The 250 SE followed in 1965 and the 280 SE in 1968. In September 1969 the 280 SE 3.5 Cabriolet made its appearance as a considerably more powerful version. It was powered by a newly developed 3.5-litre V8 engine (M 116) delivering 147 kW (200 hp), which excelled with its exceptionally smooth running characteristics. The ten-year production period of the open “tail fin” came to an end in the summer of 1971. During this time, Mercedes-Benz built a total of 7,013 units of the W 111 and W 112-series Cabriolets in Sindelfingen. Of these, 1,232 specimens were of the 280 SE 3.5 Cabriolet.

Technical data – Mercedes-Benz 280 SE 3.5 Cabriolet (W 111)
Production period: 1969 to 1971
Cylinders: V8
Displacement: 3,499 cc
Output: 147 kW (200 hp) at 5,800 rpm
Top speed: 205 km/h



Mercedes-Benz 600 Pullman Limousine (W 100, 1980)

The Mercedes-Benz 600 was presented at the Frankfurt Motor Show (IAA) in September 1963 and was a sensation: the first V8 engine in a Mercedes-Benz car, performance on a sports car level, many hydraulically-controlled convenience features such as seat adjustment as well as the opening and closing of doors, windows and boot lid. Add to this air suspension, power steering and a central locking system as well as an electronically-controlled heating and ventilation system. All things considered, the equipment was unique at the time and was considered state-of-the-art of that period. The individualisation options were also exclusive: customers were able to choose from an opulent range of materials and colours for leather covers, fabrics, woods and interior trims. It was produced in the Sindelfingen production facility. Optional extras made life on board the luxury saloon even more pleasant or, if required, transformed it into a mobile lounge or an office on wheels. The Pullman versions of the W 100 (3,900-millimetre wheelbase) as a saloon or landaulet were clearly designed as chauffeur-driven vehicles.

Technical data – Mercedes-Benz 600 Pullman Limousine (W 100)
Production period: 1963 to 1981
Cylinders: V8
Displacement: 6,332 cc
Output: 184 kW (250 hp) at 4,000 rpm
Top speed: 205 km/h



Mercedes-Benz 230 E (W 123, 1981)

Presented in January 1976, the new upper medium-size category saloons impressed both experts and customers from the very beginning. The 123 model series was, for many, a dream car: shortly after its launch, the whole of the first annual production run was sold out. Anyone who did not like the idea of waiting a year or more for a new car had to look for a young used one and even then, the price of these young second-hand cars was often the same as the showroom price. The saloons of the 123 model series combined elegance with countless technical innovations. To begin with, nine different engines from the 200 D to the 280 E with four, five and six-cylinder engines were available. The predecessor of the E-Class showed a glimpse of the future in terms of technology: passive safety served an even more stable passenger compartment with large crumple zones, stronger struts in the doors as well as the safety steering shaft, conceived by safety pioneer Béla Barényi and patented in 1963 – this was realised as a complete system for the first time in the 123 model series. The double wishbone front suspension with zero scrub radius, amongst other things, originates from the 116 model series S-Class. The saloon presented in 1976 was supplemented by Mercedes-Benz a year later with the coupé, the saloon with a long wheelbase and the estate, which was offered for the first time. The Mercedes-Benz 230 E belonged to the three engines that were premiered in 1980. It replaced the 230 model with a carburettor engine. Over ten years a total of around 2.4 million saloons of the 123 model series were produced, including precisely 245,588 vehicles of the 230 E model – making it the most successful saloon of this model series with a petrol engine.

Technical data – Mercedes-Benz 230 E (W 123)
Production period: 1980 to 1985
Cylinders: 4/inline
Displacement: 2,299 cc
Output: 100 kW (136 hp) at 5,100 rpm
Top speed: 180 km/h



AMG 300 E 6.0: The Hammer (W 124, 1988)

AMG, the company specialising in high-performance vehicles, based the performance car with a V8 engine and a top speed of more than 300 km/h on saloons, coupés and estates of the Mercedes-Benz 124 model series. The coupé version with a 5.6-litre engine was even reported on by the German television evening news show “Tagesschau” on account of its exceptional performance. Erhard Melcher (the “M” in AMG) developed the cylinder head with a modern four-valve-per-cylinder design in 1984. And so an innovative, stand-alone engine was created, which AMG initially used as a 5.0‑litre V8 in the Mercedes-Benz 500 SEC (C 126) from 1986 and which also attained a spectacular performance in the 124 model series thereafter. The 5.6-litre models were followed two years later by versions with an engine even further developed by AMG. This resulted in the AMG 300 E 6.0 with a 6-litre V8 engine (283 kW/385 hp) as well as its counterpart as a coupé and estate. The North American trade press nicknamed these exceptional vehicles “The Hammer”, which was enthusiastically taken up by fans. Even then the principle of “one man, one engine” of today’s Mercedes-AMG performance and sports car brand applied.

Technical data – AMG 300 E 6.0 (W 124)
Production period: 1988 to 1996
Cylinders: V8
Displacement: 5,953 cc
Output: 283 kW (385 hp) at 5,500 rpm
Top speed: 303 km/h



Mercedes-Benz 190 E 2.5-16 Evolution II (W 201, 1990)

“Ready to race” ex factory: the Mercedes-Benz 190 E 2.5-16 Evolution was created in 1989 for use in the German Touring Car Championship as a homologated basic vehicle for touring car racing. The most important modification of the touring car racer compared with the previous year’s model, the 190 E 2.3-16, was the new engine: the 2.5-litre, sixteen-valve unit delivered up to 232 kW (315 hp). Comprehensive modifications were necessary to meet the maximum weight of 1,040 kilograms as specified in the regulations. Kevlar was used for numerous body parts, such as the bonnet, boot lid and rear spoiler. In May 1989, the new racing touring car won its first ever race with Roland Asch at the wheel. In as early as August 1989, work began on the second development stage, named “Evolution II”, at the Mercedes-Benz sport technik (st) in-house department. The resulting racing touring car, with 245 kW (333 hp) in the first racing season, won its very first race in August 1990 with Kurt Thiim at the wheel. In the 1992 season, Klaus Ludwig raced the “Evo II”, by then increased to 274 kW (373 hp), to the drivers’ title of the German Touring Car Championship (DTM). The road-ready version cost DM 115,259.70 – and for that price, it was also possible to buy a well-equipped S‑Class Saloon like the 500 SEL. Today, the “EVO II” high-performance cars are collectors’ items with fun potential.

Technical data – Mercedes-Benz 190 E 2.5-16 Evolution II (W 201)
Production period: 1990
Cylinders: 4/inline
Displacement: 2,463 cc
Output: 173 kW (235 hp) at 7,200 rpm
Top speed: Around 250 km/h



Mercedes-Benz 560 SEC (C 126, 1990)

In September 1985 Mercedes-Benz combined power and aesthetic appeal on the highest level: the new luxury 560 SEC coupé premiered at the International Motor Show (IAA) in Frankfurt am Main, where the Stuttgart brand presented the facelifted saloons and coupés of the 126 model series along with the top engine. The elegant high-end two-door model is regarded today as being one of the most successful designs ever created under the direction of long-standing Mercedes-Benz chief designer Bruno Sacco. The 560 SEC was powered – just as the S-Class 560 SE saloon – by the 5.6-litre M 117 E 56 V8 engine with 200 kW (272 hp; with catalytic converter 178 kW/242 hp). The spectacular power plant was also available as a more highly compressed ECE version with 220 kW (300 hp) until 1987. In this version it was, at the time, the most powerful engine to be used in a Mercedes-Benz production car. In 1987 Mercedes-Benz launched higher-performing V8 engines in the 126 model series, meaning the 560 SEC then had 220 kW (300 hp) and with a catalytic converter 205 kW (279 hp). From 1985 to 1991 a total of 28,929 units of the 560 SEC, as elegant as it was powerful, were built – around 40 per cent of all SEC coupés had this top engine. The luxurious SEC coupés were available exclusively with V8 engines. Based on the S-Class Saloons of the 126 model series, in 1981 they replaced the SLC Coupés, which were derived from the SL model in the 107 model series.

Technical data – Mercedes-Benz 560 SEC (C 126)
Production period: 1985 to 1991
Cylinders: V8
Displacement: 5,547 cc
Output: 205 kW (279 hp) at 5,000 rpm
Top speed: 250 km/h



Mercedes-Benz Vision CLS (2003)

The best of both worlds: that’s what the Vision CLS stands for, which Mercedes-Benz unveiled at the International Motor Show (IAA) in Frankfurt am Main in 2003. The study with the sportily elegant silhouette of a coupé at the same time exhibited the advantages of a four-door saloon. And so a new car body style was founded. A year later Mercedes-Benz launched the CLS (C 219) on the market, which implemented the momentum of the concept vehicle in series production in 2004. As a result, the Vision CLS is considered the pioneer of the new four-door coupé market segment. The design of the vehicle study caused inspiration with a combination of tautly defined lines with flowing surfaces. In the interior bright and friendly accents prevailed, along with leather and wood as materials. The fact that the Vision CLS showed the future was made clear by the technical details of the study. This includes the active light function, which was introduced in series production in the E-Class of the 211 model series in 2003.

Technical data – Mercedes-Benz Vision CLS
Presentation: 2003
Cylinders: V6
Displacement: 2,987 cc
Output: 195 kW (265 hp)
Top speed: Around 250 km/h



Mercedes-Benz CLK DTM AMG Coupé (C 209, 2004)

The 2003 season of the German Touring Car Masters (DTM) was extremely successful for Mercedes-Benz – Bernd Schneider won the title for the fourth time. The star brand celebrated this success by designing the CLK DTM AMG Coupé, which it presented in the spring of 2004. This model offered high tech from motorsport and a look that was similar to that of racing touring cars. Only 100 of these were built. Under the bonnet: a 5.5‑litre V8 supercharged engine by AMG producing 428 kW (582 hp) and a torque of 800 Nm. Thanks to a newly developed chassis, the optionally available sports tyres and the aerodynamics optimised in a wind tunnel, this high-performance coupé offered absolutely top drawer performance: it accelerated to 100 km/h in just 3.9 seconds, and its top speed was 320 km/h (electronically limited).Two leather-covered AMG sports bucket seats with four-point seat belts offer the best lateral support, the oval AMG racing steering wheel with a suede cover and the new AMG instrument cluster with 360 km/h speedometer dial give the interior a further motorsport flair. One year later the brand presented the cabriolet with four seats, of which 100 units were also built. Taking 4.0 seconds to sprint from 0 to 100 km/h and a top speed of 300 km/h (electronically limited), it was the fastest open four-seater in the world.

Technical data – Mercedes-Benz CLK DTM AMG Coupé (C 209)
Production period: 2004
Cylinders: V8
Displacement: 5,439 cc
Output: 428 kW (582 hp) at 6,100 rpm
Top speed: 320 km/h



Mercedes-Benz CL 65 AMG (C 216, 2009)

Unveiled in the summer of 2006, the highly aesthetic CL-Class Coupé in the 216 model series heralded a new Mercedes-Benz style paradigm: tautly defined lines alternating with gently flowing surfaces. This created an overall image that combined tranquillity and power with luxury and elegance. The brand’s hallmark radiator grille with the broad chrome louvres and the C-pillar tapering slightly downward categorised the 216 model series in the unique tradition of the Mercedes-Benz S-Class Coupé. The technical highlights included the world premiere of the PRE-SAFE® brake, an even higher-performing version of the Active Body Control ABC suspension system as well as the Intelligent Light System as standard equipment. The top model of the 216 model series was the CL 65 AMG, presented in the autumn of 2006. The performance coupé offered outstanding performance, e.g. achieving 0-100 km/h in just 4.4 seconds. Its V12 engine was one of the most powerful production car engines ever. In the 2010 facelift its output was increased from 450 kW (612 hp) to 463 kW (630 hp) by the exhaust gas turbocharger developed by AMG. This power, coupled with the exciting effortless superiority of the large coupé, were what characterised the CL 65 AMG. The Classic Insight vehicle shows the even more exclusive design of the facelifted version – including an arrow-shaped front section and profiled bonnet, an enlarged and more inclined radiator grille as well as an enlarged, chrome-bordered cooling air intake with a distinctive transverse louvre.

Technical data – Mercedes-Benz CL 65 AMG (C 216)
Production period: 2007 to 2013
Cylinders: V12
Displacement: 5,980 cc
Output: 450 kW (612 PS) at 4,800 to 5,100 rpm
Top speed: 250 km/h (electronically limited)



Mercedes-Benz SLS AMG Coupé Black Series (C 197, 2013)

Mercedes-AMG crowned the model range of the first, completely independently developed sports car, the C 197 model series, in 2013 with the Mercedes-Benz SLS AMG Coupé Black Series. This supersport version of the gullwing model followed the tradition of the Black Series, first launched in 2006, for absolute high-performance vehicles from Affalterbach. The specific vehicle design was inspired by the racing version of the SLS AMG GT3. The 6.2-litre V8 engine by AMG produces 464 kW (631 hp) and, weighing just 1,550 kilograms with its spectacular power to weight ratio of 2.45 kg/hp, accelerates the high-end sports car from 0-100 km/h in 3.6 seconds. The technical highlights include the new AMG Titan sports exhaust system, the AMG RIDE CONTROL Performance chassis, the AMG high-performance ceramic compound brake system and the weight-optimised AMG light-alloy wheels in forging technology with newly developed sports tyres as well as the AMG rear axle limited slip differential with electronic regulation and the further developed AMG SPEEDSHIFT DCT 7-speed sports transmission. Ola Källenius, then Chairman of the Board of Mercedes-AMG GmbH, said the following about this super sports car in 2013: “The new SLS AMG Coupé Black Series is the best example of an absolute transfer of technology from motorsport to the road. With countless lightweight construction components and fascinating driving dynamics, our fifth Black Series model guarantees pure ‘Driving Performance’.”

Technical data – Mercedes-Benz SLS AMG Coupé Black Series (C 197)
Production period: 2013
Cylinders: V8
Displacement: 6,208 cc
Output: 464 kW (631 hp) at 7,400 rpm
Top speed: 315 km/h



Mercedes-Benz G 500 4x4² (W 463, 2015)

Which cross-country vehicle could be even better than a Mercedes-Benz G-Class? A G-Class! The brand from Stuttgart made this clear at the Geneva Motor Show in March 2015, causing a sensation when it unveiled the G 500 4x4² show car. The spectacular vehicle went into series production as early as the autumn of 2015 and was available to buy in December of the same year. The three-axle G 63 AMG 6x6 provided the permanent all-wheel-drive powertrain and the spectacular portal axles of the chassis with double shock-absorber struts and adjustable damping. The wheels are not at the height of the centre of axle on the portal axles, but significantly below it. This allowed the ground clearance of the G 500 4x4² to increase to 450 millimetres and the fording depth to 1,000 millimetres. By comparison, the values of the standard G 500 with a long wheelbase are an already impressive 210 millimetres and 600 millimetres.

Technical data – Mercedes-Benz G 500 4x4² (W 463)
Production period: 2015 to 2017
Cylinders: V8
Displacement: 3,982 cc
Output: 310 kW (422 hp) at 5,250 rpm
Top speed: 210 km/h



Mercedes-Benz Unimog U 5023 crewcab (437.4 model series, 2019)

An all-rounder on four wheels: that’s the Unimog. Next year it celebrates its 75th birthday. On 9 October 1946, the first chassis stood in all its glory before its inventors, which included Daimler-Benz engineers Albert Friedrich and Heinrich Rössler. In the early post-war period, the project came into being in Göppingen at the facility of Gebr. Boehringer GmbH. In October 1950, it was taken over by Daimler-Benz AG, as it was then called, incorporated into the Group and production was moved to the Gaggenau plant. The first vehicles rolled off the production line at that location in June 1951 – another anniversary to celebrate in 2021. Since then, the Unimog vehicle has written a fascinating success story. No wonder: the “universal motorised tool” is fantastically versatile thanks to its off-road capability, its attachment facility and its comprehensive range of accessories and equipment – it plays to its strengths as an off-road-capable vehicle just as much as it does as an implement carrier with all-wheel drive. For example, the U 5023 of the Classic Insight “Dream Cars by Mercedes-Benz” – one of two Unimog vehicles that set a new altitude record for wheeled vehicles in Chile in December 2019: they reached 6,694 metres above sea level in the Andes.

Technical data of Mercedes-Benz Unimog U 5023 (437.4 model series)
Production period: Since 2014
Cylinders: 4/inline
Displacement: 5,132 cc
Output: 170 kW (231 hp) at 2,200 rpm
Top speed: 89 km/h



Mercedes-AMG GT R (C 190, 2019)
(Combined fuel consumption 13.1 l/100 km, combined CO2 emissions 299 g/km)

This super sports car with racing genes basically came directly from the “Green Hell” of the Nürburgring-Nordschleife in 2016: the Mercedes-AMG GT R plays an important role in the model family of the second sports car to be independently produced by AMG, the C 190 model series. After all, never before had the AMG sports car and performance brand transferred technology from motorsport to a production vehicle so comprehensively. The highlights of the front mid-engine sports car with transaxle transmission include the 430 kW (585 hp) V8 biturbo engine, lightweight construction with aluminium and carbon fibre, the modified chassis with active rear axle steering, traction control adjustable to nine settings and adjustable coil-over suspension with additional electronic adjustment as well as further optimised aerodynamics. Visually, the Mercedes-AMG GT R can be recognised by the wide front and rear wings, the new front apron with active elements, the large rear aerofoil and the new rear apron with a double diffuser. The new AMG Panamericana grille represents a very exclusive bridge to motorsport – its characteristic shape with vertical struts had its world premiere in the Mercedes-AMG GT3 customer sport racing car and was used in a production vehicle for the first time in the AMG GT R. This grille is reminiscent of the successful 300 SL racing car (W 194) from 1952.

Technical data – Mercedes-AMG GT R (C 190)
Production period: Since 2016
Cylinders: V8
Displacement: 3,982 cc
Output: 430 kW (585 hp) at 6,250 rpm
Top speed: 318 km/h



Mercedes-Benz VISION EQS (2019)

Luxury, beauty and sustainable and electric mobility, perfection in craftsmanship and emotional design: these values are combined by Mercedes-Benz at the highest level in the VISION EQS show car, which was premiered in the autumn of 2019 at the International Motor Show in Frankfurt am Main (IAA). The VISION EQS offers a fascinating look into the future of the electric luxury saloons of the brand with the star. The design leads the “progressive luxury” philosophy of the EQ vehicles of Mercedes-Benz into a dimension of luxurious generosity. The innovative, surrounding strip light with integral DIGITAL LIGHT headlamps and holographic lens modules also offer a new aesthetic emphasis, in which it seems to allow the glass landscape to float above the silver vehicle body. In the rear, 229 luminous Mercedes stars form the seamlessly integral strip light. The digital front grille is made up of a light matrix of 188 light-emitting diodes. The interior is inspired by the inside of luxurious yachts and combines trendsetting technology, such as the Advanced MBUX, with a clear, flowing design idiom. The drive system is made up of electric engines at the front and rear axle with variable axle torque distribution, more than 350 kW (476 hp) of total output and around 760 newton metres of torque. A battery by Daimler subsidiary ACCUMOTIVE integrated into the vehicle floor serves as an energy storage system, offering a range of up to 700 kilometres. The electric battery drive platform presented in the VISION EQS is scalable and applies to all models.

Technical data – Mercedes-Benz VISION EQS show car
Presentation: 2019
Power pack: Electric motors on the front and rear axles
System output: More than 350 kW (476 hp)
Range: Up to 700 kilometres in accordance with WLTP
Maximum speed: Over 200 km/h
Expert biographies


Dipl.-Ing. Uwe Hörnig
Born 9 June 1961 in Stuttgart

Uwe Hörnig began working as a test engineer for driving dynamics at what was then Daimler-Benz AG in 1987. As a member of Car Advance Development Overall Vehicle, steering, brakes, suspension and axles of new and concept vehicles would become a part of his remit in the course of his professional activity for the company. New findings regarding the physics of driving und their influence on chassis components, which the team around department head Uwe Hörnig gained in this time, are groundbreaking for many vehicle generations. From 2000 until his retirement in 2017 he ran the overall vehicle testing of various model series of the S-Class and the luxury class coupés.

Uwe Hörnig is one of those people who knew from an early age that they would one day build cars. This is hardly surprising. His father, Rudolf Hörnig, was a development engineer at Daimler-Benz and finally responsible for research and development as a board member. “A lot of great vehicles by the brand were parked outside our house. Even as a little boy I liked to play behind the wheel,” Uwe Hörnig remembers. He was particularly impressed by the dark blue 300 SEL 6.3 (W 109), also with dark blue velour appointments, with which the family went on a summer holiday. Rudolf Hörnig also made a number of cross-country trips in various test vehicles with his son in the passenger seat, including in the “Pagoda” SL (1963 to 1971). This left a lasting impression: today, Uwe Hörnig owns a sports car of this W 113 model series as a classic car.

Even while pursuing his vehicle construction degree at the Esslingen University of Applied Sciences, from which he graduated with the title Dipl.-Ing. (FH), Uwe Hörnig discovered that he found the driving characteristics of the cars much more interesting than their drivetrain. His dissertation discussed the “differences in driving characteristics of front and standard drive vehicles”. As a part of his research he tested the influence of what was then the newly developed acceleration skid control ASR at Mercedes-Benz and undertook several test drives himself. “Thanks to such control systems the rear-wheel drive vehicles gain driving stability on surfaces with low friction, e.g. in winter, and draw level with front-wheel drive vehicles in this respect,” read his findings.

Uwe Hörnig followed the rally engagements of the Mercedes-Benz works team with great interest around 1980 under the stewardship of Erich Waxenberger. After starting at the company himself he got to know, and value, the legendary engineer on test drives in Sweden. This was also reciprocated: Waxenberger repeatedly supported the career path of the young engineer. In 1993 Hörnig became team leader of Overall Vehicle/Chassis Testing. “The principles of many axle systems in today’s models were developed back then, including those of the multi-link front axle, used to this day,” reports Uwe Hörnig of a time when the young engineers were still greatly occupied with comparing different versions of technological solutions that were built into the vehicles. “In the pure computer simulation, without a direct driving experience in the vehicle itself, it is no longer so easy to find out how the complex interplay of chassis components behaves,” says Mr. Hörnig.

Driving dynamics on the one hand ensures good handling and that a vehicle remains stable even in critical situations. But in relation to this, the topic of comfort is of ever-increasing importance to engineers. “Creating good driving comfort from the chassis to the seat is significantly more complex than uncompromisingly optimising the driving dynamics,” he stresses. “A Mercedes-Benz finds the balance of all properties. Always with the special claim of invariably being at the top when it comes to comfort.” Ultimately, what’s decisive for every vehicle development is the sentence from the Board Members: “This car is now a Mercedes-Benz!” This standard applies to all vehicles of the model range and therefore also to the A-Class, which was launched in 1997.

After the market launch of this first A-Class (W 168) and the “moose accident test” of a Swedish automotive journalist, Uwe Hörnig was one of the few test drivers that subsequently spent weeks testing chassis settings and tyre properties in order to get the vehicle to an even better level. “We spent many kilometres on two wheels,” he describes this intense time with a wink, “that was really quite arduous.” In the end the decision was made that without the standard use of the Electronic Stability Program ESP® it was not possible to ensure the driving stability of the A-Class in extreme and very rare driving conditions – but this also applied to comparable vehicles by other manufacturers. Hörnig’s conclusion: “With this in mind, the A-Class had a positive impact in every sense with the result that ESP® was very quickly established even in lower vehicle categories.”

As Head of Overall Vehicle Testing of the S-Class and CL-Class, Uwe Hörnig’s experiences fed into the development of several luxury class vehicles: into the S-Class 220, 221 and 222 model series and the associated coupé versions of the 215, 216 and 217 model series. From driving characteristics via the integration of the complete drivetrain to the high-class appeal of the interior, the perceivable quality must match with the motto “Mercedes-Benz cast from the same mould”. Hörnig supervised many technical developments that premiered in the S-Class. “Highlights for me were the M 275 twelve-cylinder engine with exhaust-gas turbocharging and the suspension system Active Body Control,” he says, looking back. There is one common thread throughout his career: “It was always my approach to deliver everything in top quality – so that Mercedes-Benz stays number 1.”



Dipl.-Ing. Frank Knothe
Born on 24 February 1942 in Dresden

Frank Knothe studied at the Technical University of Karlsruhe, graduating in 1966 with a degree in Engineering. In the same year he joined what was then Daimler-Benz AG. His career is marked by a diverse range of development and testing activities.

In 1971, in vehicle testing, Knothe became group leader for the medium-size six-cylinder models (E-Class predecessor) in the Initial Assembly and Testing department. In 1972 he became a senior group manager and model patron for the 114, 107 and 123 model series. Always working in passenger car development and testing, Knothe was actively involved with various model series as the model companion. From 1978 he took over the Medium-Size Cars department, and in 1984 the main Initial Vehicle Assembly and Testing department for all then current model series, i.e. the luxury class (S-Class), medium-size class (E-Class and predecessors), compact class (201 series) and the SL-Class.

From 1991 Knothe succeeded Hans Werner (“Tall Werner”) as Head of Overall Vehicle Testing, which included all model series. In 1994, with the introduction of a new organisational structure, he was given responsibility as Head of Model Series for Overall Vehicle Development of Product Group 2, which he led until his retirement on 31 December 2006. This included the S-Class, the SL and the SLK. He also looked after the SLR McLaren.

To this day, Knothe regards it as an honour to have influenced wide aspects of numerous model series together with his team. This also includes his conviction that for generations, the S-Class in particular has been the pacemaker in its segment and the very model of safety, ride comfort, technology and luxury, and that the SL as a dynamic, highly emotive roadster with long-distance comfort has defined its segment from the very start.

Frank Knothe judges the time spent with his only employer and in his various teams to have been extremely exciting. The crowning glories of his career were S-Class model series 221 presented in the autumn of 2005 and CL Coupé model series C 216 presented in 2006. Afterwards Knothe still played a consultative role in the configuration of the Mercedes-Benz SLS AMG.



Dipl.-Ing. Helmut Petri
Born 23 July 1940 in Neunkirchen (Siegerland)

Technology has defined the entire career of Helmut Petri. During his apprenticeship as a machine fitter, which he completed in 1958, then from 1962 until 1965 during his studies at the Engineering School for Mechanical Engineering in Gummersbach or subsequently as a quality engineer at a company in Siegen – Petri was living in a region characterised by mining and medium-sized metal processing or mechanical engineering companies. When he speaks of those early years today, he draws a humorous comparison to his later residence in Swabia: “According to Manfred Rommel, for the pious Swabian the only permissible joy in life is made up of spiritual music and a glass of red wine. For those from Siegerland it is without the red wine.”

As a person interested in technology Petri was aware of Mercedes-Benz as a brand even then. “In my environment in Siegerland and the 1950s, in the shape of a 170 V or 170 S it was a synonym for commercial success,” he says, looking back. Sports cars such as the 190 SL (W 121) or even dream cars such as the 300 SL (W 198) were impossibly out of reach for him back then. “An SL wasn’t something real to me then,” he recalls.

But the young engineer did not stay in his region and so his horizon expanded. In October 1969 Petri began a job in technical central planning at the Hanomag-Henschel-Fahrzeugwerke (HHF) in Hanover. The very next year he took over management of the department for production planning at the HHF plant in Bremen, which was originally the Borgward plant. Thanks to his employer, Hanomag-Henschel-Fahrzeugwerke, Helmut Petri came a step closer to Daimler-Benz AG, as the company was called back then: in 1970 it completely took over HHF, which included the plants. Helmut Petri remained in Bremen for another twelve years, first as senior Head of the Process Engineering department and later as Department Director in Production Planning. The first car by Mercedes-Benz produced in Bremen was the estate of the 123 model series as of 1978. Petri also prepared the plant for the production of the Mercedes-Benz 190 (W 201), which was produced there as the first compact class and forerunner of today’s C-Class from 1982.

Helmut Petri pursued a very successful path in the company. In April 1982 he took over the technical management of the Berlin-Marienfelde plant and was, at the same time, appointed Department Manager. In 1990 he took over technical plant management in Sindelfingen, the largest plant of Mercedes-Benz AG. In 1995 he succeeded Dr Dieter Zetzsche as Head of Development for cars at Mercedes-Benz.

By then, at the latest, the dream cars that had once seemed so far away had surely become a reality for Helmut Petri. However, when asked about it, he did not choose an SL as an example, but the SLK (R 170) presented in 1996. In what was then an environment of critical voices when it came to this car, it was “a good example of the recurring joy of the car”, Helmut Petri emphasises. It was a so-called “Bella Macchina” product, which triggered spontaneous joie de vivre. This makes it clear that rational and purely technical properties are not enough to successfully design a product. “A dream car must be able to express an attitude towards life,” he says, “so it takes up trends from areas of life and includes societal developments as well.”

In Petri’s era as Head of Development, at the same time as the then product campaign and therefore the important expansion of the vehicle portfolio, there were important new entries such as the E-Class of the 210 model series, the SLK (R 170), the A-Class (W 168), the M-Class (W 163), the V-Class (W 638) and the S-Class of the 220 model series. In 1999 he took on responsibility for the entire car production of Mercedes-Benz AG as the member of the board. In 2004 Helmut Petri went into retirement.



Prof. h. c. Dr h. c. Peter Pfeiffer
Born: 21 August 1943 in Dallwitz (formerly the Sudetenland, today the Czech Republic)

Peter Pfeiffer and car design and especially Mercedes-Benz design – this is not a story that was predestined. Pfeiffer’s designer life at Mercedes-Benz has also been characterised by two paradigm shifts for the designer: clay models and computer-aided design (CAD) have greatly influenced the design process in terms of timing and immediate creativity.

Peter Pfeiffer lives by Prussian punctuality and the Prussian motto: more substance than appearance. He does not seek the spotlight, for him it’s primarily about substance. And, for him, substance is characterised by the recognition: “If a customer is stood in front of a Mercedes-Benz, they should think: I want that.” For Pfeiffer the topic of design opens up a crucial part of the overall picture of Mercedes-Benz with emphasis on performance, passion and solid durability.

Pfeiffer initially completed an apprenticeship as a porcelain modeller and attended the Technical School for Porcelain in Selb (Upper Franconia). Then he moved into the world of design, first at Ford in Cologne. He stayed there for five years. In as early as 1967 he received an offer: the older Josef Gallitzendörfer, also a Franconian with roots in the porcelain industry similar to Pfeiffer’s, had just recently switched from Ford to the design department, still called Stylistics at the time, of what was then Daimler-Benz AG in Sindelfingen. In 1968 the twenty-five-year-old Pfeiffer also decided to move to southern Germany. In Sindelfingen the young designer and modeller arrived right in the middle of the transition from the difficult to manufacture wooden model to the plasticine model, which is faster to manufacture and, crucially, allows alterations at short notice. Working with this material was promoted by Gallitzendörfer, who made Pfeiffer his close colleague. Both combined their mutual work and experience with the new design medium. The first vehicle designed in plasticine is the Mercedes-Benz C 111.

Pfeiffer undertook the second revolution in design development, without any disruptions, from the clay model to the CAD model. He never yearned for the olden times: his capacity to not live in the yesterday or today, but in the tomorrow, was already pronounced back then. This is essential for a designer: only then can they design vehicles that lead the brand into the future. Particularly when many customers say: “I want that one.” He shifts the focus to a stronger consideration of fascination and emotion. A key vehicle for that is the Mercedes-Benz CLS. To Pfeiffer, successful vehicles are also proof of the accomplished work of a team, a part of which he always sees himself as, and the boss of which and definer of guidelines he was as Senior Vice President Design between 1999 and 2008.

In this role he was responsible for all design centres in the world of the Mercedes-Benz Cars division. Under his direction the following were created: A-Class (169 model series), B-Class (245 model series), C-Class (203, 204 model series), E-Class (211, 212 model series), S-Class (221 model series), Maybach (240 model series), M-Class (164 model series) and R-Class (251 model series) along with the SL (R 230), SLK (R 171), SLS AMG (197 model series) and SLR McLaren (C 199) sports cars. The four-door coupé of the CLS-Class (C 219) was also amongst them. And the Sprinter, Actros and Atego commercial vehicles also fell under his scope of activities.

In 2003 Peter Pfeiffer was awarded for his services to design with the Order of Merit of the Federal Republic of Germany. In 2004 he received the title of Professor Honoris Causa from the University of Art and Design in Budapest, Hungary, followed by an honorary doctorate from the Technical University of Sofia, Bulgaria. In 2007 Pfeiffer was also elected President of the German Design Council. In 2009 Peter Pfeiffer founded the Links der Isar GmbH in Munich, an agency for corporate identity, design and brand strategy.



Dr h. c. Bruno Sacco
Born on 12 November 1933 in Udine/Italy

Bruno Sacco joined the then Daimler-Benz AG in 1958, and worked for the company until 1999. From 1975 until his retirement he was Head of Design for the Mercedes-Benz brand. He followed one principle throughout his career: “I am not a designer at Mercedes-Benz because I believe in “l’art pour l’art”, i.e. “art for art’s sake”, but because I want the cars for which I am responsible to sell really well.”

Sacco’s love of cars was awoken by vehicles styled by French designer Raymond Loewy. In April 1951, for example, Sacco paid a visit to the motor show in Turin and was electrified and fascinated by Loewy’s creative work on the exhibited Studebaker Starlight. The vehicle was a sculpture in motion, with stylistic hints of an aircraft combined with futuristic touches. Sacco was so fascinated with this car that the encounter set the scene for his future career. When Sacco had completed his examinations as Italy’s youngest geometrician in Udine in 1951, the family moved to Turin in 1952. This is where he attended the Polytechnical College.

At the time Turin was a melting pot of new design ideas coming from the USA to Europe and combining with Italian flair and elegance to form new creations. Pinin Farina, Nuccio Bertone, Gigi Michelotti or Carozzeria Ghia, alongside the car manufacturers Fiat and Lancia, were the prophets of a new car design in the 1950s. Fascinated by the creativity in the world of car shapes, Sacco soon discovered the attractions of the design studios and became a frequent visitor. From the end of 1955 he was able to gain experience as a model-maker at Ghia – at a time when Ghia was creating the Chrysler-based Gilda dream car or the Karmann-Ghia based on the Volkswagen, for instance. Sacco worked with major figures such as Giovanni Savonuzzi or Sergio Sartorelli, and benefitted from their experience. It was in Turin that he also made the acquaintance of Karl Wilfert. At the end of 1957 Wilfert, who was Head of Body Development at Daimler-Benz at the time and therefore responsible for body construction and design, invited him to the Sindelfingen plant – and a little later recruited the young and enthusiastic designer. On 13 January 1958 Sacco took on his position of second stylist, after Paul Bracq who had been recruited as first stylist in 1957. This was to be his life’s work.

As a stylist and designer he worked on various projects under the guidance of Karl Wilfert, Friedrich Geiger and Béla Barényi, e.g. the Mercedes-Benz 600 (W 100) and the 230 SL Roadster (W 113). He was also the design project manager for the safety exhibitions then taking place, and for the C 111 and C 111-II experimental vehicles. In 1970 Sacco became Manager of the Body Design and Dimensional Concept department at Daimler-Benz. During this time he was involved in the creation of the ESF (experimental safety vehicle) prototypes and the mid-range of the 123 series.

In 1975, with the title of “senior engineer”, Bruno Sacco succeeded Friedrich Geiger as head of the main department for styling and henceforth made his mark on the appearance of Mercedes-Benz passenger cars. The most important stages in this constant design evolution were the C 111-III diesel record-breaking car (1978) and the 126 series S-Class (1979). In 1978 the company formally recognised the increasing importance of design: the main department was upgraded to a specialist department, and Sacco became Head of Styling.

In 1980 the Styling department presented a number of guidelines for Mercedes-Benz design at the “German Designer Days”. Design, it said there, is one of the major elements in the mixture that makes for a successful car: its outstanding characteristics and strength of character make the difference when cars are less and less distinguishable by their technical qualities.

One prominent example from Sacco’s era is undoubtedly the Mercedes-Benz compact class (W 201), which successfully carried both the technical qualities and the design principles of Mercedes-Benz into what was then known as the compact class. Sacco himself said that “the 190 is the ideal example of the combination of innovation with tradition, apart from the S-Class. The 190 was the car that convinced many people that Mercedes-Benz is capable of change”. After the estate model (S 123) and G-Class off-roader (460 series), the W 201 was at the same time a crucial step in opening up the brand to numerous segments, which were then systematically addressed as a model initiative in the 1990s. Representative models were, for example, the SLK (R 170), the V-Class (638 model series), the A-Class (168 model series), the CLK (208 model series) and the M-Class (163 model series). Striking design highlights were also achieved by research vehicles such as the C 112, the F 100 (1991), the F 200 Imagination (1996) and the in every way remarkable F 300 Life-Jet (1997). And naturally it was again and again the S-Class that put its stamp on the brand and on the industry. Under Bruno Sacco these were the 126, 140 and 220 model series.

In 1993 Bruno Sacco became one of the company’s circle of directors as Head of Design. In this function he also held a mandate for the design of products in the commercial vehicle sector. In March 1999, Bruno Sacco handed the Mercedes-Benz Design department over to Peter Pfeiffer after 41 years at Mercedes-Benz.

During his years of employment at Daimler-Benz, Bruno Sacco received numerous personal awards. In 1985, for example, he became an honorary member of the “Academia Mexicana de Diseño”. In 1991 he was awarded the “Grande Ufficiale dell’Ordine al Merito della Repubblica Italiana” medal, and in 1993 in Turin the “Cover Award – Auto & Design”. In 1994 he was awarded the “Premio Mexico” (Patronato Nacional de las Asociaciones de Diseño AC, Mexico), in 1994 the “Apulia Award for Professional Achievement” and in 1996 the “Best Designer” and also “Designer’s Designer” award by the magazine “Car”. In 1997 he was presented with the “Lifetime Design Achievement Award” in Detroit, and also in 1997 with the “Raymond Loewy Designer Award” by the brand “Lucky Strike”. In 2002 he was awarded an honorary doctorate by the University of Udine. In 2006 he was received into the Automotive Hall of Fame in Dearborn, and in 2007 into the European Automotive Hall of Fame in Geneva.



Bernd Schneider
Born on 20 July, 1964 in St. Ingbert, Germany

Five DTM titles, 226 races in Mercedes-Benz racing touring cars as well as 102 podium finishes, making him the most successful driver of the championship series: Bernd Schneider is rightly known as “Mr DTM”. Although he competed in this racing series for around twenty years, his career began much earlier and also included other titles. He posted his first victories in karting and Formula 3. He also competed in Formula 1, the 24 Hours of Le Mans and the FIA GT Championship, which he won in 1997. Yet his greatest stage was the DTM, where he celebrated his most glorious triumphs. From 1992, Schneider drove for AMG-Mercedes and, having finished third in the overall classification in both 1992 and 1993, finally won the 1995 German Touring Car Championship for the team as well as the ITC Championship title held at the same time. The DTM having been recast as the German Touring Car Masters in 2000, Schneider won the title in 2000, 2001, 2003 and 2006. He also came second in 2002. In 2008, he announced his retirement from DTM, contesting his last race on 26 October 2008 on the Hockenheimring. Following on from this magnificent career, from 2010 until 2014 Bernd Schneider competed in the Mercedes-AMG customer sports programme, again posting one victory after another. Bernd Schneider also passes on his expert knowledge to Mercedes-Benz customers as a professional instructor at the AMG Driving Academy and is employed as a test driver and Brand Ambassador for Mercedes-AMG and Mercedes-Benz Classic.



Karl Wendlinger
Born on 20 December 1968 in Kufstein, Austria

Karl Wendlinger’s motorsport career began in karting at the age of 14. In 1989, he won the German Formula 3 Championship. In 1990 to 1991, the Austrian was a member of the Mercedes Junior Team, along with Michael Schumacher and Heinz-Harald Frentzen, and competed in the World Sportscar Championship. In 1991 he graduated to Formula 1. From 1994 Wendlinger drove for the Sauber-Mercedes team together with Heinz-Harald Frentzen. This was followed by periods in DTM, Formula 3000 and the 24 Hours of Le Mans. His most outstanding successes on the racetrack include winning the FIA GT Championship (1999), 1st place in the 24 Hours of Le Mans in the GTS Class (in the same year), overall victory in the 24 Hours of Daytona in 2000 and a second-place in the 24-hour race at the Nürburgring (2003). From 2004 to 2011, Karl Wendlinger competed for various teams in the FIA GT Championship. With Jetalliance Racing, he finished runner-up in 2007. Since 2012, Karl Wendlinger has been a Mercedes-AMG brand ambassador and instructor at the AMG Driving Academy.
Immendingen Test and Technology Centre (PTZ)
Consolidation of worldwide vehicle testing in one place

More than 30 different test routes

Built on a former training ground of the German army

Immendingen plays a key role in the development of the mobility of the future: Mercedes-Benz Cars consolidates worldwide vehicle testing here and is, amongst other things, developing alternative drives such as hybrids, along with electric vehicles of the EQ product and technology brand. At the same time, future assistance systems and automated driving functions are tested here. The Immendingen Test and Technology Centre (PTZ) was officially opened in September 2018 after a construction period of around three and a half years. The investments have thus far amounted to around EUR 200 million. Immendingen is located in Baden-Württemberg, 130 kilometres south of Stuttgart and 40 kilometres north of Radolfzell on Lake Constance.

In Immendingen around 300 jobs have so far been created for Mercedes-Benz. Around 250 employees are already traversing more than 30 different test routes. Various driving conditions can be simulated on a total of 68 kilometres. The focus is particularly on the four strategic future fields of connectivity (connected), autonomous driving (autonomous), flexible use (shared) and electric drives (electric). Daimler has summarised these under the term CASE.

“High-tech vehicles require high-tech testing. Our Test and Technology Centre in Immendingen provides us with a variety of opportunities to test and perfect new technologies, including alternative drives and driver assistance systems. At the same time, we are able to take the strain off road traffic, by moving our endurance testing to our test site, for example,” says Markus Schäfer, Board Member of Daimler AG, responsible for Group Research and Mercedes-Benz Cars Development.

“Steep and narrow pass routes like in the Alps, wide, multi-lane roads like in North America, bustling stop-and-go traffic like in a large city in southern Europe: many traffic situations can be recreated close to reality at the test site. A lot can be calculated on the computer, but ultimately test drives on real roads remain indispensable. It shows again and again that reality always has surprises up its sleeve which the computer has not considered,” explains Reiner Imdahl, Head of the PTZ. “The local authority of Immendingen is a real stroke of luck for us. As we were welcome here with our Test and Technology Centre from the very beginning and were greeted with open arms.” The PTZ is built on a former training ground of the German army. The impressive topography with various levels and an altitude of 660 to 880 metres above mean sea level[1] was intensively used during the development of the route layout.

Technological advance in line with nature

After an exhaustive selection process, in which around 120 sites in Baden-Württemberg were analysed, Daimler AG decided in 2011 to focus its plans for a new Test and Technology Centre on the Immendingen site. Right from the start the company achieved broad support from local authorities and residents. The construction work began with the ground-breaking ceremony at the start of 2015 on the former German army site, which had been one of the three locations of the Franco-German Brigade since 1996. The first module, known as the rough dirt track, was opened in September 2015. Here vehicle capability is put to the test under particularly poor road conditions. The goal was to begin with individual test modules even during the construction phase in order to ensure continuous test operations.

During the extensive construction work the company worked together with nature and environmental protection associations and maintained a meaningful, critical dialogue. The goal was to allow technological advancement in line with nature. As a result, room was created for plants and animals on the Immendingen site and areas were reforested and greened. Furthermore, a wildlife passage extends across the entire site. Thanks to sheep grazing, the scrub encroachment of the nutrient-poor grassland is being pushed back. Three lamas serve to protect the herd from attacks by foxes. Overall, Daimler has carried out nature conservation mitigation and compensation measures across 625 hectares. The PTZ is therefore a shining example of Daimler’s sustainability strategy.



[1] Mean sea level: determined altitude to which the altitude measurements relate

 

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[dalab]

Few companies (of any kind, not just automotive), can boast such a rich history, I had the pleasure of seeing one of those 500K roadster in person on the street.

 

[Deleted member 1071]

As of late, I've been appreciating the C216 all the more. I recently had the opportunity to inspect a parked AMG-spec, dark green metallic/saddle leather example.
In absolutely pristine condition (perhaps it had just been to a detailers' shop), I found it breathtakingly beautiful. The C216 had aged so remarkably well and I much prefer it to its' C217 successor nowadays.

 

[Merc1]

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Just classic. Mercedes was so stuffy and I loved every moment of it.

M

 

[Merc1]

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Sigh....1990.


M