DTM at Hockenheim: Nico Rosberg and Michael Schumacher to drive classic and modern Silver Arrows

MERCEDES AMG PETRONAS driver Nico Rosberg’s first Formula 1 win in the Chinese Grand Prix one week ago was also the first for a works Silver Arrow since the 1955 Italian Grand Prix. The victory in Shanghai came precisely 20,671 days after five-time Formula 1 champion Juan Manuel Fangio won the world championship at Monza in his Mercedes-Benz W196. In the 55 years between 1955 and 2010, there was no such thing as a thoroughbred works Silver Arrow in Formula 1. Rosberg's win came in the 41st Grand Prix of the new era.

To thank his German fans for their incredible support, Rosberg will be performing demonstration laps around the Hockenheimring in Juan Manuel Fangio’s race-winning Silver Arrow from the 1955 season.

This will be Rosberg’s second visit to the DTM season opener at Hockenheim: last year, he volunteered his services as a DTM ‘taxi driver’ at the wheel of the THOMAS SABO AMG Mercedes C‑Class. Rosberg’s involvement in last season’s DTM extended to the first ever Show Event in Munich: on that occasion, he drove a Formula 1 Silver Arrow around the temporary circuit in the Olympic Stadium.

Nico will not be the only prominent guest at Hockenheim; his MERCEDES AMG PETRONAS team-mate Michael Schumacher is also keen to be present for the opening race of the world’s most popular touring car series and will be in Hockenheim on Sunday 29th April. Like Rosberg, the seven-time Formula 1 champion will be bringing a Silver Arrow to the event, namely the 2011 MGP W02 in which he will complete a sequence of demonstration laps.

Nico Rosberg: “I have great memories of the DTM. The earliest date back to when my father was still racing. Then I started competing in the various junior classes that are staged as part of the DTM race weekend as I started out on my own motorsport career. A lot has happened in the meantime, and the highlight so far was obviously my win in China one week ago. I am absolutely delighted to be returning to Hockenheim as a Grand Prix winner. Last year, I was able to drive a classic Silver Arrow on the famous Nürburgring Nordschleife, so now I’m really looking forward to climbing into the cockpit of Juan Manuel Fangio’s phenomenal W196 streamliner from Monza in 1955 and driving a few laps at Hockenheim. It means a lot to me that we have written a new chapter in the wonderful history of Mercedes in motorsport – and that there is plenty more still to come.”

Michael Schumacher: “After a busy start to the Formula 1 season with four flyaway races in succession, it will be nice to come back to Germany for the DTM season opener at Hockenheim on Sunday. I’m especially looking forward to the chance to give the fans a taste of a Formula 1 Silver Arrow in action. This will be my first visit to a DTM race in 20 years, and I hope that my brother and his fellow Mercedes-Benz drivers will get their season off to a great start.”

Norbert Haug, Vice-President Mercedes-Benz Motorsport: “DTM begins a new era this weekend in Hockenheim, with a brand-new and exciting generation of cars. To mark the occasion, we wanted to give the spectators at the circuit something extra, and both our F1 drivers were immediately right behind the idea. Following his victory at the Chinese Grand Prix ten days ago, Nico Rosberg will complete demonstration laps in the Silver Arrow W 196 streamliner, with which Juan Manuel Fangio won at Monza in 1955. On Sunday, just before the start of the race, Michael Schumacher will complete a demonstration run in last year’s F1 Silver Arrow. It’s a throwback to the start of the DTM, which now features three premium manufacturers, and a way of saying thank you to the loyal DTM fans and to our Mercedes colleagues, thousands of whom will be in the Motodrom this weekend, accounting for a high proportion of the 55,000 pre-sold tickets. We are delighted to be able to offer the fans these additional attractions and Nico and Michael are excited to be attending on one of their few free weekends, for which I sincerely thank both of them.”

Credits: Daimler AG

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

Yesterday and now: Nico Rosberg's maiden F1 win has historical ties, statistics say

Formula 1 and statistics always go beautifully together. After MERCEDES AMG PETRONAS broke the ice in the Chinese Grand Prix 2012, it was discovered that Nico's first victory is related to some historic Mercedes-Benz racing achievements. His successful 111th start in F1 comes 111 years after the first-ever win of a Mercedes racing car in 1901 at Nice Speed Weeks in France. In addition, today's performance for the Mercedes-Benz works team also comes almost 57 years after the 1955 Italian Grand Prix held on 11th September at Monza, Italy. We thought it would be nice for you to bring back to light those glorious days. Enjoy reading!

March 1901: "We have entered the Mercedes era!"

The first new 35 hp car was delivered to Jellinek on 22 December 1900. This new "Mercedes" developed by Wilhelm Maybach caused a sensation at the start of the century: it was the world's first modern car. One of its numerous technical innovations was the honeycomb radiator, which needed far less water than before to cool the engine. As to the name change to Mercedes, Jellinek is quoted as having said this in 1906: "For non-Germans the good old name Daimler was hard to digest. But a name sometimes means everything. It must be easy to pronounce for any tongue, must be catchy and stick in people's mind."

Jellinek at any rate was very good at promoting the new type of automobile. As early as 4 January 1901, just a few days after the arrival of the first Mercedes in Nice, the L'Automobile-Revue du Littoral published an article which stated: "There is nothing new to see in Paris right now – but in Nice. The first Mercedes car built in the workshops of Cannstatt has arrived in Nice, and thanks to the cooperativeness of its owner, Mr. Jellinek, all car drivers were able to have a close look at it. We make no secret of our opinion: the Mercedes car is very, very interesting. This remarkable vehicle will be a fearsome competitor in the races of 1901."

At the Nice racing week in late March 1901 the cars with the name Mercedes demonstrated to a large audience just what they were capable of: with four first-place and five second-place finishes the Daimler cars were in a class of their own – both in the long-distance run, the hillclimb and the mile race. The French manufacturer Panhard & Levassor, who had captured first place in all races of the previous year, withdrew its vehicles before the start.

"We were victorious all down the line: the Mercedes car has been launched. Mercedes was the car of the day," Emil Jellinek said for the record. Paul Meyan, general secretary of the French Automobile Club, coined the phrase: "We have entered the Mercedes era!" For until then, although the Germans Carl Benz and Gottlieb Daimler were regarded as the inventors of the automobile, the French were considered the better carmakers. The cream of society was enthusiastic about the new vehicle. In 1901 the American billionaires Rockefeller, Astor, Morgan and Taylor were among the buyers of the powerful Mercedes cars of DMG. Wilhelm Maybach, of whom Jellinek was convinced that he could "invent on command", and who was celebrated by the French as the king of constructors, developed the new method of building automobiles further. But Maybach shared the kudos with Jellinek: "You and I are the inventors of the Mercedes car," he wrote later on in a letter.

Monza 1955: the W 196 R waves goodbye

The Italian Grand Prix on September 11 brought the curtain down on the W 196 R Silver Arrows. With four events already cancelled that season and all the other races contested by open monoposto cars, Italy also represented the first outing of the season for the streamlined models. A comprehensive re-fit meant that Monza was now something of a high-speed track, and one which took the field past the main grandstand twice every lap. Acknowledging the circuit’s high average speeds, Neubauer sent Fangio and Moss out in long-wheelbase streamlined cars. Kling, meanwhile, was handed an open monoposto with medium wheelbase and Taruffi lined up with a likewise open, short-wheelbase car. The four Mercedes-Benz drivers dominated the race over the opening laps, before Moss was forced to retire on lap 19 and drive shaft damage ended Kling’s afternoon on lap 33. That left Fangio to complete a relatively untroubled last win at the wheel of a Mercedes-Benz, with Piero Taruffi following him home only 0.7 seconds behind. At the end of the season, the Argentinean legend was crowned Formula One World Champion for the third time, with Stirling Moss 17 points adrift in second place.

The second of the motor sport department’s goals for 1955, however, was still far from being fulfilled, as Neubauer recalled: “There was only one fly in the ointment: the Sports Car World Championship, also known as the “constructors’ title”, was as good as lost. The constructors’ title was awarded for the first time in 1953 – not to the best driver but to the manufacturer who ran the most successful cars. Ferrari had a clear lead and was almost out of sight. It was going to take a miracle to turn the situation around.” The 300 SLR racers had already demonstrated their prowess on several occasions, but neither the Eifel Race nor the Grand Prix of Sweden counted towards the World Championship.

The Mercedes-Benz team had decided to miss out the season-opening Buenos Aires 1000-kilometer race on January 23 and the Sebring 12-hour race on March 13, preferring to wait until the SLR was totally ready before giving the new car its debut. Moss and Fangio’s 1-2 finish in the Mille Miglia appeared to vindicate Neubauer’s strategy, but then came the tragic events of the Le Mans24-hour race. The 300 SLRs had taken the lead, but were pulled from the race by the Mercedes-Benz management as a mark of sadness and respect after the accident. And that meant no points to add to their championship total.

Baron de Rothschild’s Mercedes racing car at the Nice Week, on 25 March 1901. A memorable picture of the international long-distance motor race, with the 35 hp Mercedes (Continental Reifen). The scene: at the finishing line of the Nice – Salon – Nice race. Wilhelm Werner won the race (a distance of 392 km) in 6 hours 45 min.

Daimler-Motoren-Gesellschaft’s Mercedes 35 hp of 1901, designed by Wilhelm Maybach.

Italian Grand Prix in Monza, September 11, 1955. Juan Manuel Fangio (start number 18) at the wheel of a Mercedes-Benz W 196 R Formula One racer with streamlined bodywork was the first to receive the checkered flag, with Piero Taruffi driving a Mercedes-Benz W 196 R open-wheel racer hot on his heels.

Juan Manuel Fangio at the Italian Grand Prix on 11 September 1955. Fangio wins the race ahead of Piero Taruffi.

Fast trio: Fangio, Moss and Kling in the Italian Grand Prix, 1955.

Credits: Daimler AG

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

Introducing the Mercedes-Benz Classic management team

Thanks to Mercedes-Benz Classic, automotive dreams, from the first car to classic cars all the way through to the young classics, fall under one lucky star. The Classic division makes the tradition and legend of the Mercedes-Benz brand tangible for all, through the Museum, the Classic Center, Archives and Collection departments as well as through Club Management. The management team is made up of experienced, long-time Daimler AG staff members.

Michael Bock heads Mercedes-Benz Classic as part of Mercedes-Benz Brand Communication. He is also the managing director of the Mercedes-Benz Museum GmbH and has held overall responsibility for the museum since 2006.

Klaus Reichert took over the management of the Classic Center in Fellbach on 1 March 2012. He has profound knowledge about and fervent interest in services and replacement parts, among others, and was previously in charge of these areas in different management positions within the company.

Robert Wägerle is head of the Mercedes-Benz Museum. He took over this role in December 2010 after holding various positions in Mercedes-Benz Communications.

Jürgen Wittmann has headed Archives and Collection since 2008. He previously also held various positions in Communications within the company.

All three departments provide the opportunity to experience the fascinating world of Mercedes-Benz first hand through a wide variety of activities and achievements. They work hand-in-hand with the aim of providing the best possible customer assistance with any requests related to classic cars.

Credits: Daimler AG

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

Guest Post: The Mercedes-Benz Silver Arrows from 1934 to 1937

The arrival of the Mercedes-Benz W 25

After the success of the Mercedes-Benz SSKL during the 1920s and early 1930s a new era for the company arose in 1934. This came in the form of the W 25 which was to be first seen in action at Avus and Eifel races. These were the precursor to the initial test for the vehicle at the French Grand Prix on the first of July 1934. Victory in France would have been quite an achievement but it was not to be, but the W 25 had begun what was to become an auspicious journey. Before the process of moving money to support the vehicle it had to be tested and during the 1934 season this vehicle would pass its test with flying colours.

The dymanic team

The man at the helm for the project was Hans Nibel with Max Wagner working on the chassis, and Otto Schilling for the engine. This was a well seasoned team of veterans who worked tirelessly looking for perfection in every aspect. Even by modern day standards this was an advanced vehicle sporting a V4 engine with twin camshafts, a supercharger on the front and pressurised carburettors. The frame of the vehicle was comprised U sections with cross bracing. As was the case with SSKL the chassis was pierced to lighten its load. The combined effect of the lightweight chassis and flying engine made it a force to be reckoned with and it was not long before it was leaving the likes of Alfa Romeo in its wake.

Winning season

The season began with the hit team of Manfred von Brauchitsch, Luigi Fagioli and Rudolf Caracciola at the wheels debuting the W 25 at the Eifel race. Much was anticipated from the vehicle following its impressive test performance and over the course of the first season it did not fail to deliver with 16 Grand Prix victories, an impressive first season performance by any standards. The W 25 had arrived and it was lighting up the tracks wherever it went. Despite the initial success of the 1934 season the vehicle did not go on to dominate racing as anticipated. Instead that would be the fate of a subsequent Mercedes-Benz vehicle.

In 1937 the next generation: The Mercedes-Benz W 125

Unsatisfied with the successes in 1934 and following a couple of lack lustre seasons where the W 25 failed to push on from some of it’s earlier promise the Mercedes-Benz team produced a new vehicle and something which was about to revolutionise motor racing. The W 125 had a tubular frame made from special steel and was equipped with all of the features which had set the W 25 off on its initially successful campaign. The car was tested extensively at the Nürburgring circuit and it was here that some breakthroughs were made on the car’s set up.  The feature which set this vehicle apart though was the suspension configuration. For this the engineer, Rudolf Uhlenhaut, reversed the basic suspension set up with dynamic effect. The eight cylinder in line engine gave the car more force than any other vehicle in the Mercedes-Benz evolution. For the season opening Avus race on the 30th May 1937 race driver Hermann Lang achieved an incredible average speed of 261.7 km/h.

Triumph in versatility

The vehicle also represented a triumph in versatility and was uniquely adaptable. Almost every aspect of the car could be tailored to the tracks on which it was set to race. The race team engineered every component to optimize performance though fuels, tyres, engine and chassis. Transmission ratios were tweaked, petrols cocktailed and tyre treads tailored. In as much as the car was a triumph of engineering, the herculean effort that went on around the vehicle is comparable to the kind of support that the modern day Formula 1 team is assisted by. The W 125 was only employed for a single racing year, but during that year it helped to make advancements in almost every aspect of racing technology. At just 1097 Kilos it was a truly lightweight super car. Just like the 216 km/h average speed it set the benchmark in almost every aspect for all subsequent vehicles to be measured by. It was nearly two decades before a vehicle would be developed to surpass its performance.

Imogen Reed

About the author: Imogen Reed is a young professional writer and researcher with 5-year online experience. Through this period, he has collaborated with several websites and weblogs, such as Black Presence, Geeky Stuffs, Eyebridge Blog, I don't Give A Damn Blog and My Information Security Blog.

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

Classic car find: a 1957 Mercedes-Benz 300 SL discovered in a UK garage

2012 marks the 60th anniversary of the legendary SL range from Mercedes-Benz. A new generation of the sports roadster series has already been unveiled, whereas last year an important number of classic models built in the early and mid 1950s were brought to light after many years during which they were forgotten in dark barns and garages across the world. Just lately, a new crown jewel was discovered in the United Kingdom. We're talking about a rusty 300 SL version of 1957, that needs a complete and expensive restoration process in order to regain most of its past motoring glory. Apart from the original 6-cylinder 215 hp engine, left dismantled in a corner of the garage, this particular Gullwing looks to be a in rather decent state, even though the long decades of inactivity put some serious marks over the car. We pray this 300 SL finds a dedicated owner as soon as possible, to make sure one day, after great efforts, it will shine on roads again as it did once upon a time.

Image Credits: BarnFinds


Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

Mercedes-Benz Classic: Fascination 300 SL on Amelia Island

Some 60 years after its motorsport premiere, the Mercedes‑Benz 300 SL racing car is all set to be the star of the Amelia Island Concours d’Elegance in spring 2012: on 11 March, Mercedes-Benz, sponsor of the high-calibre event in Florida since it was first staged in 1996, is showcasing the 300 SL (model series W 194) which won the Le Mans 24-hour race in 1952. The car, owned by the McCaw family, will form the centrepiece of an extensive collection of Mercedes-Benz racing and production cars being exhibited on the 18th fairway of the Golf Club of Amelia Island at Summer Beach.

See and read more on this topic >> HERE

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

CLASSIC: 1955 alloy-based 300 SL auctioned off for a staggering $4.62 million

We are pleased to hear that, after having underwent an exceptional restoration process carried out by specialist house Rudi & Company, one of the rare, 29 300 SLs from the 1950s equipped with a lightweight alloy bodyshell/chassis has recently found an owner. Originally painted in silver grey and displaying a blue leather interior, the car exited the assembly line on April 20th, 1955 and received the chassis no. 198.043.5500208. After the auction organized by Gooding & Company, the Gullwing was sold off for no less than $4.62 million, a lot more than initially expected. It is no wonder why the client spent so much to have the special 300 SL in his own garage: the car is simply shining. The job done by Rudi Koniczek's team achieved the main target of restoring the classic aura of this icon, with a brilliant, careful attention paid to all the minute details.

You might also be interested in reading the following articles:

- Classic car find: a 1955 300 SL Racing with light-alloy bodyshell shows up in California
- CLASSIC: the 1955 alloy-bodied, chassis no.21 300 SL Racing uncovered

Read a detailed story about this specific 300 SL after pressing the jump button!


Vehicle Description

"[The 300 SL Coupe] is the ultimate in an all-around sports car. It combines more desirable features in one streamlined package than we ever imagined or hoped would be possible" – Road & Track Editors, 1955

If not for US importer Max Hoffman and his passion for a sports coupe based on the highly successful W194 series race cars, the Mercedes-Benz immortal 300 SL line would never have come to production.

The racing success of the factory team was having a positive effect on Mercedes-Benz sales in the US. However, without a car clearly related to the race-winning machines, the marketing advantage of the immensely costly racing effort was limited. Accordingly, Mercedes-Benz management approved the 300 SL project after Mr. Hoffman's firm made a commitment to purchase 1,000 of the cars for US distribution.

Integral to the marketing plan for the groundbreaking new sports car was the expectation that the cars would be used for competition by private owners in order to bolster sales in the showrooms, and the factory ensured that the 300 SL was accepted by the FIA for international competition.

As a result, the production Gullwing could be ordered with an all-aluminum body. When chosen, many additional competition upgrades followed suit. A competition camshaft was fitted along with stiffer, shorter springs that lowered the car and enhanced peak performance, while racing-specification tires on wider rims promoted better adhesion. Plexiglass windows and vented brake drums were also featured in the package. The cars were nearly 200 pounds lighter than the standard steel-bodied version. In all, just 29 of these aluminum-bodied cars were ordered and built – approximately 2% of the total Gullwing production.

This Car

Derived for sport, this aluminum Gullwing did not see competitive use. Completed on April 20, 1955, 5500208 was appropriately finished in metallic silver gray over a blue leather interior. The 300 SL was also outfitted with Rudge wheels, the NSL motor and Plexiglas windows per aluminum-build specifications.

On May 27, 1955, the Alloy Gullwing was sent to Rotterdam where it was loaded aboard a Holland America Line ship for transport to New York. Upon arrival, the Mercedes-Benz distributor sent 5500208 to the West Coast for ultimate delivery to Veron Holz of Bonita, California. The new aluminum-bodied Gullwing would have been an extravagant machine on the roads of San Diego in the late 1950s.

Although the early history of this Gullwing is not known, there is no apparent race record for 5500208. In March 1980, the 300 SL resurfaced in San Diego and was sold through a motorcar locator to Hans Dieter Blatzheim of Bonn, Germany. The purchase price was an astonishing $57,000 for an unrestored car, which the seller most likely assumed was steel. The invoice for the purchase still exists, indicating the alloy chassis number 198.043.5500208.

In need of some attention, the Alloy Gullwing made its way to the well-known restoration shop Hill & Vaughn in Santa Monica, California. Phil Hill and Ken Vaughn had gained a reputation for their high-quality restorations and were frequent winners at the Pebble Beach Concours d'Elegance. Disassembly of the car began in April 1980, and the car is accompanied by a significant file of numerous invoices and photographs documenting the work performed by Hill & Vaughn.

The invoices identify the completeness of 5500208, as well as its solid state, which was no doubt a benefit of having spent 25 years in Southern California. Some necessary aluminum work was addressed and the meticulous fitting of the doors, hood and deck lid are thoroughly outlined. Additionally, the engine and gearbox were sent to AMG Motorbau in Germany for rebuilding. Subsequently returned to Hill & Vaughn in early 1982, the project was nearing completion. By mid-year, the car was ready for paint and assembly.

For unknown reasons, Herr Blatzheim requested that 5500208 be packed in a sea container and sent to Germany. The car was loaded and loose parts were thoroughly inventoried before shipment in November 1982.

The completion of the restoration was conducted in Germany, but not before the body was stripped and prepared again for paint. Photos dated October 1983 show the bare aluminum skin in outstanding condition, proving straight and showing good panel fit. Further photo documentation shows the restoration and assembly of the chassis and completion of the car in silver with gray leather.

In May 1984, the 5500208 was sold to Markus Ahr of Germany. During his ownership, work was performed by Daimler-Benz Aktiengesellschaft including a rebuild of the engine. Herr Ahr kept the car well into the 1990s, at which time work was performed by Kienle Automobiltechnik. Photo documentation shows a rebuild of the transmission, rear end, brakes and suspension. Retaining the silver-over-gray finish, detail work was conducted on gauges and other ancillary components and the project was completed in 1998. Not long after, the Alloy Gullwing was sold to Friedhelm Loh, a noted German collector with a passion for significant Mercedes-Benz.

In 2009, Ken McBride of Seattle, Washington, was given the opportunity to buy 5500208. Having had a handful of Gullwings, Mr. McBride appreciated the importance of an Alloy and, for the first time in his many years of collecting, had the chance to own one. Although his collection was significantly diverse, Mr. McBride had always focused on Mercedes-Benz and had acquired a 540 K Special Coupe, a 540 K Cabriolet A and eventually a 380 K Erdmann & Rossi Special Roadster.

After some serious thought, and perhaps a little family persuasion, the Alloy Gullwing was bought for the collection. In the company of a J Duesenberg Murphy Roadster, a Ferrari 410 Superamerica and other significant cars, the 300 SL was more than a notable entry, it was a dream come true for a man who had an Alloy Gullwing high on a short list of cars to own.

In late 2009, Mr. McBride fell ill and the newly acquired Mercedes-Benz took a back seat. At that time, the Gullwing was sent to noted 300 SL restorer Rudi Koniczek at Rudi & Co. for some necessary sorting. Mr. McBride wanted certain aspects of the car corrected, predominantly the shade of silver and the interior. In the months to come, the Alloy Gullwing was stripped to bare metal and repainted in its original silver (DB 180). Necessary body work was conducted and a methodical process was undertaken to ensure proper assembly and fit of the aluminum body. The gray leather interior was removed and the correct blue leather was installed. Some additional mechanical work was conducted, as well as detailing of various components. One deviation from the original was the addition of seat cushions upholstered in plaid, acknowledging the lightweight car's racing alter ego – they are a marvelous touch.

In mid-2011, Mr. Koniczek had finished the restoration but, sadly, Mr. McBride passed away before he could see the final masterpiece. The result was truly spectacular! Shortly after, Mr. McBride's wife Patty and the rest of the McBride family chose to show the Alloy Gullwing at the Kirkland Concours d'Elegance where it rightfully won its class.

The finish of the 300 SL is of the highest level and the car retains a very correct appearance. With a livery that is a tasteful yet bold statement, the quality of the work and attention to detail is obvious and further inspection reveals the purity of this Alloy Gullwing. The original engine remains, correctly stamped NSL, and the body number can be found stamped on the left wheel arch in the engine compartment. Additionally, the Gullwing has belly pans, its chrome Rudge wheels are original, the luggage is properly finished in natural pig skin, the Becker radio is correct, the grille has the proper "curved star" – the list goes on.

Furthermore, this Alloy Gullwing is accompanied by a tool kit, a knock-off hammer, a jack, comprehensive documentation, the Mercedes-Benz Certificate, an owner's manual, an instruction manual, a spare parts catalogue, a service book and Becker radio manuals.

5500208 is a sensation to drive. Its road manners are what one would expect from any beautifully engineered motorcar. The true excitement, however, is when this supercar comes on cam. With abundant power and torque, and precise gearshift, this Gullwing is simply addictive.

In recent years, these ultra-rare, competition- specification cars have come to be recognized by collectors and enthusiasts for what they have always been – truly the best of the best. They are a tiny group of factory-built, lightweight racers, constructed with the express intention of increasing the public visibility of one of the greatest sports cars ever constructed.

Gullwings are routinely acknowledged as favorites in a collection of any size. They are prized for their magnificent engineering and build quality, purity of design and outstanding driving experience. Aluminum-bodied examples – all 29 of which have survived to this day – are very seldom offered for sale.

As one of the most iconic motorcars of all time, it can easily be said that the Alloy Gullwing is the most significant road-going Mercedes-Benz of the post-war era.

Credits: Gooding & Company

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

Mercedes-Benz Classic: New in its full splendour - The oldest SL

The roots of the SL-Class lie in motor racing: in the early 1950s, Mercedes-Benz developed the 300 SL, W 194 series racing car. It was a unique blend of three ingredients: lightweight construction, aerodynamics and reliability. The original SL was presented to the stunned press on 12 March 1952 on the motorway between Stuttgart and Heilbronn – a surprise coupe absolutely in line with the later great sports successes of the W 194. Because the 1952 racing season was exceptionally successful for Mercedes-Benz. These were the results reaped by the 300 SL that year: second and fourth places at the Mille Miglia, a triple victory at the Bern Sports Car Grand Prix, a double win at the 24 Hours of Le Mans, a fourfold triumph at the Great Jubilee Prize at Nürburgring and a double victory in the 3rd Carrera Panamericana in Mexico. The brand returned to motor sports – and through the publicity effect, to the international markets – with a great fanfare.


In the Second World War post-era at the beginning of the 1950s, characterised by the reconstruction in Germany, this was a decisively important signal, for great parts of the country still lay in ruins. The production plants and office buildings of the then Daimler-Benz AG were not all fully rebuilt yet, either. However, the incipient “economic miracle”, as the economic revival was to be called, could already be felt. And the Mercedes-Benz 300 SL fitted in perfectly: rising, one could say, like a phoenix from its ashes, it led the way for the brand to return to its erstwhile splendour.

The very looks of the vehicle helped here, for with its slender, elegant matt silver-coloured bodywork and its large Mercedes star in the radiator grille, it embodied high speed even while standing perfectly still. And then there were its gullwing doors, in the case of the very first W 194 series, very short indeed, resembling entry hatches more than actual doors: they lent the racing car a very characteristic aspect – and were instrumental in creating the SL myth. The vehicle with chassis number 2 had these short gullwing doors, making it the oldest SL, and at the same time the only one in existence anywhere in the world today with this particular feature.

Restoration of the 300 SL with chassis number 2

The first 300 SL, the premiere vehicle from 1952, no longer exists; it was property of the factory and was eventually scrapped. However, the second car built, with chassis number 194 010 00002/52 still exists and has remained in the property of the firm ever since it was built in 1951/52. The “/2” embossed on diverse parts bears witness to their genuine nature. This oldest SL in existence was painstakingly restored for the “60 years of the SL” anniversary to be celebrated in 2012. To do this, the Mercedes-Benz Classic Center in Fellbach examined every single part of the entirely disassembled vehicle and wherever necessary reconditioned the component in line with the highest standards of authenticity and quality. The work was based on one clear principle: to preserve substance and patina in every way; at the same time, as far as possible the vehicle was to look as it did in 1952: thus, the second 300 SL (W 194) ever built shines again in new splendour – while displaying the traces of a long and exciting vehicle life with pride.

In the course of the restoration work, first of all, the space frame, the actual backbone of the vehicle, was measured using the most advanced methods. The result: the dimensional deviations were well within the acceptable tolerance range, even after 60 years. This is where the advantages of Number 2’s individual history become evident. Because although the vehicle was used in racing events in 1952, it was never used as a racing car, only as a training and replacement vehicle, for instance in the Bern Sports Car Grand Prix. And this SL was never involved in an accident, either, which also contributed to its overall very good condition today.

A vehicle with character

The W 194 with chassis number “2” is one of two vehicles built that share a special history: number 1 and number 2 were built by hand in Rudolf Uhlenhaut’s Stuttgart-Untertürkheim racing workshop. The following eight vehicles, which were used mainly in the racing events of the year 1952, were manufactured more rationally in the Sindelfingen factory, for instance using pressed parts for the chassis – without using large-series production methods, though.

In those days it was usual to build racing cars more or less as individual items, because each one was designed directly with its specific task in mind. And during the car’s assembly, too, the basic design was modified again and again in order to seek the very best results. This made a unique specimen of each W 194 in a sense – the first two having a much stronger aura of handcrafted one-of-a-kind specimens.

This special character of Number 2 is visible in many of its components: for instance the welding seams show clearly that they were made by hand. Or for example the exhaust system, the fuel tank, the windscreen washer fluid reservoir and the seat frames are all recognisably individually crafted.

Its lightweight design was a great asset for the W 194. This can be seen in its aluminium-magnesium-sheet metal body, which in this vehicle is very thin. It is also evident in the diverse components that are made lighter by means of perforations, for example the front axle, even the handbrake lever. Every gram is skimped on –and that’s why the expensive material magnesium is used, for instance, on the transmission bell, and the rear axle- and steering gear housings. Other components are consistently made from aluminium, for example the fuel tank, the washer fluid reservoir and the main brake cylinder. And the effort is worthwhile: the ready-to-drive W 194 had an unladen weight of just 1060 kilograms.

The sum total of the effort and sums invested show the W 194 to have been a costly project, i.e. a project with prestige character indeed: the company was prepared to invest at that time in order to regain prestige on the international level through the positive publicity effect of the racing successes. And the plan bears fruit, exactly as expected.

Restoring the bodywork

The restoration of the original bodywork was particularly complex and demanding. It was made from very thin aluminium-magnesium sheet metal and was thus by its very nature delicate. In addition, time has left its marks on it in many places, including the marks of earlier partial restoration efforts. In some places the bodywork was very deformed. The experts now went to work with the objective of returning the vehicle to its original aspect of being all “of one piece”. The experts’ work towards the original restored bodywork took around five months, from May to September 2011. The overall character was preserved. Irregularities on the body surface as well as a left-hand-right-hand asymmetry were retained – the original bodywork was hand-made: this is a part of the vehicle history and this is how it is shown again now.

The engine

The W 194’s engine was derived from the power plant of the Mercedes-Benz 300 (W 186) luxury Saloon. For this reason, the engine block of this SL has the number “186” embossed on it, while the modified cylinder head, on the other hand, bears the number “194”: for its use as a racing car, the engineers boosted the engine’s output to around 170 bhp (125 kW), employing among other things three Solex sports carburettors and a sports camshaft. The sports engine was equipped with dry-sump lubrication and installed in a position canted 50 degrees towards the left so as to be able to fit under the very flat bonnet.

Within the framework of the restoration work, the original engine was completely overhauled. On a modern-day test rig it demonstrated its endurance – it ran for around 10 hours, confirming as it did, the original output specifications. The reconditioning of the two electric fuel pumps, for which today no replacement parts exist, was complex. However, the specialists from Mercedes-Benz Classic were also able to recreate these true to the originals.

The engine also shows the character of Number 2: for example the air filter housing is visibly made-to-measure by hand – and between the housing and the closed bonnet there is not even enough space for a person’s hand.

The assembly

The chassis of the W 194 was completed in the course of several months at the Mercedes-Benz Classic Center. Every single component was painstakingly cleaned and examined and, if necessary, reconditioned. The mechanics thus often advanced two steps, only to have to go back one – at times an arduous business. But one that in the end was successful, so that the 1952 racing car was recreated piece by piece anew.

One exceedingly fortunate circumstance was that the vehicle was virtually complete. The large Mercedes star on the radiator, for instance, can be seen to be handmade, as evidenced by the small irregularities it displays. It was polished and reattached, as was the original “300 SL” lettering. The original rear licence plate “W59-4029” still exists, too, while the front number plate was faithfully reproduced. The wooden steering wheel, the gearshift knob, the instruments, the switches: all present and correct. The front axle was reconditioned. It was entirely nickel-plated – a method in use in those days to enable potentially safety-relevant hairline cracks to be easily detected on the racetrack. The rear axle showed, in particular through the state of its mechanical components, that Number 2 had not been subjected to excessive strain, since all the gear wheels were in virtually new condition. The original Alfin brake drums were tested, trimmed and reinstalled; the original riveted wheel rims were clad in Dunlop D8 tyres.

The interior of the W 194 breathes the air of those days. The seat covers, made from the characteristic blue tartan pattern, are new, while the roof lining and the rest of the cover fabric had been preserved in their entirety; they were cleaned and replaced, now gracing the vehicle again. And the aluminium seats under the fabric were also able to be used without excessive work having to be carried out on them. This way the entire interior was recreated – and yet shows the venerable traces of time.

A very special bravura piece was re-creating the body paintwork. The original nitro-lacquer was called “silver bronze”. Today it is no longer available and due to the environmental regulations in force, may no longer be used. Thus, the paint supplier of 1952 now undertook exhaustive research based on contemporary photographic and film material in order to recreate a paint colour as close as possible to the original, producing a precise formula for a water-based paint. With this matt silver paint the W 194 now shines once again as it once did many years ago.

Number 2 was given new window panes. A plexiglas pane is used for the windscreen. The side windows with their air flaps and the rear window are also made from Plexiglas and were provided by the same supplier who made the plastic glazing for this 300 SL in 1952.

Restoration work on the oldest SL in existence took a total of around nine months. But the effort was worth the while: the car is now radiant in all its erstwhile beauty. When the engine of the Mercedes-Benz 300 SL with its original licence plate “W59-4029” is started and the vehicle gets swiftly under way, one can well believe that it is able to reach a top speed of 230 km/h – and take its place among the most successful racing cars of the 1950s.

Mercedes-Benz 300 SL (W 194 series)
Year built: 1952
Number of units: 10
Engine: six-cylinder in-line engine, overhead camshaft, three Solex double carburettors, dry-sump lubrication
Displacement: 2.995 cc
Output: 170 bhp (125 kW) at 5200 rpm
Kerb weight: approx. 1060 kg
Top speed: 230 km/h

Motor sports as initial fuse: the Mercedes-Benz 300 SL racing sports car, W 194 series (1952-1953)

- The first racing car from Mercedes-Benz after the Second World War
- Combination of series-production technology and innovative lightweight design
- Racing as a coupé and as a roadster
- 1953 racing sports car prototype shows elements of the production sports car

Mercedes-Benz 300 SL was the designation of the competition racing car from Mercedes-Benz with which the brand returned to international motor sports for the first time after the Second World War in 1952. Although this car was not sold to the public, it did light the fuse for the development of the later SL-Class from Mercedes-Benz. The development of the 300 SL began in 1950, when Mercedes-Benz began to think about a return to racing. However, the attempt to reactivate the 1939 W 154 Grand Prix racing car met with failure in Argentina in 1951. So engineers pressed forward the development of the new racing car instead. Some of its components came from the Mercedes-Benz 300 luxury saloon (the so-called “Adenauer Mercedes”).

On 15 June 1951, the Board decided to resume participation in racing events from 1952 on, and gave the final orders for the construction of the “300 Super Light”, as the new vehicle was designated. Later on the suffix was abbreviated – giving the combination SL for the model series. Its M 194 engine was derived from the M 186 engine of the Mercedes-Benz 300 type luxury saloon and the elegant two-door 300 S, having an inclined separation plane between cylinder-head and engine block, an overhead camshaft, large intake valves, combustion chamber in engine block and pistons, a displacement of 3 litres and an output of 115 bhp (85 kW). For its use in the racing car the engineers increased the engine’s output to around 170 bhp (125 kW). The sports engine differed from the one installed in the saloon and coupé not only in its output, but also in its installation position, slanted 50 degrees to the left, and in having a dry-sump lubrication system, which due to the absence of the oil sump, enabled a lower installation height.

Weight savings were hardly possible with the engine and the transmission of the W 194 that was being created. And this was also true of the heavy steel axles also taken from the 300 model. There thus remained only the frame and the exterior skin for any possible weight-savings. Another possibility for enhancing competitiveness was to create a body as aerodynamic as possible. Rolf Uhlenhaut, at that time Head of passenger car research at Daimler-Benz, took up his idea of a lightweight tubular frame again, an idea he had entertained some years before. The designers then carried the concept forward to its logical conclusion, creating a lightweight, extremely torsionally rigid frame consisting of very thin highly-alloyed steel tubes assembled to form triangles, whose tubular elements were only subjected to tensional and compressive forces. The entire frame weighed just 50 kilograms and became the backbone of the W 194. The frame of the 300 SL (W 198), the production sports car presented in 1954, was also derived from this frame.

The coachbuilders in Untertürkheim and Sindelfingen spared no effort with the vehicle aluminium body. Thanks to the canted position of the engine and the aerodynamic profile they strove to create, the car was very low, free of trim right down to the underbody, with an elegant low bonnet line, intuitively round-shaped, with recessed headlamps and wheels entirely covered by the bodywork. The classic Mercedes-Benz radiator shape was replaced by a flat racing car front end analogous to that of pre-war cars. The Mercedes star dominated the radiator grille prominently. The passenger compartment was made as narrow as possible, with a strongly raked windscreen, curving round towards the A-pillars. The large rear window flowed over into the aerodynamic rear end. The result was a relatively small frontal area: 1.8 square metres. A drag coefficient was measured on a 1-in-5 scale model and found to be cd = 0.25, a very good value indeed for those days, and that, even without considering the realistic airflow through the engine compartment.

The doors are a chapter all of their own: in order to bestow on a space frame the desired highest-level rigidity, it has to be as wide as possible in the passenger cell sector. This requirement led to the spectacular and later so famous gullwing doors. These doors, deeply incut into the roof, opened upwards and reached only down to the waistline, resembling hatches more than doors. In order to facilitate access over the high side sill, the bodywork designers had even originally intended to have an access step in the lower part of the vehicle body flank; however, this feature was never realized. At the time, the FIA regulations did not specify the type and direction of opening doors. In spite of this, the stewards got very flustered when the vehicle was presented to them for scrutineering before the Mille Miglia in May 1952. In the run-up to the 24 Hours of Le Mans the doors were extended down into the car’s flanks – to forestall any future protests – thereby assuming their final shape. Now they looked even more like outspread wings, for which reason the car was dubbed “gullwing” by the North Americans and “papillon” (butterfly) by the French. In two races, by the way, the 300 SL participated not in the guise of the “gullwing” car, but with a roadster body.

The interior was fully padded and lined, radiating a level of comfort unusual for racing cars. Speedometer and rev counter were located in the optimum position in the driver’s field of vision, below them and in somewhat smaller format were the gauges for water temperature, fuel pressure, oil temperature, and oil pressure. Even a stopwatch was installed. The bucket-type seats with high side sections were covered with tartan-style woollen fabric; the four-spoke steering wheel was removable to facilitate climbing in.

The archetype of the 300 SL, chassis number W 194 010 00001/52, completed its first test drives in November 1951, on the Solitude racetrack on the outskirts of Stuttgart, on the Nürburgring and on the Hockenheimring. The Mercedes-Benz 300 SL racing sport coupé, unusually smooth and, at a height of just 1,225 millimetres, exceptionally low, was presented to the excited and stunned press on the motorway between Stuttgart and Heilbronn on March 12, 1952.

A total of ten W 194 series cars were built for the 1952 season. After the Le Mans race, it was planned to enter the SL in a sports car race on the Nürburgring. In order to make the cars intended for this race as light as possible, they were given a roadster body; a further, narrower car had been set up as a roadster right from the start. To permit the driver easy access, the section of the door extending into the side of the car was retained, and a small windscreen was mounted to deflect air and flying insects. This resulted in a weight advantage of 100 kilograms over the coupé.

The year 1952 was an extremely successful one for the Mercedes-Benz racing department: the results of that year for the 300 SL: second and fourth places in the Mille Miglia; triple victory in the Sports Car Grand Prix of Bern; double victory at the 24 Hours of Le Mans; quadruple victory in the sports car race on the Nürburgring. The last big adventure of the season was participation in the third Carrera Panamericana Mexico, an arduous long-distance race over five days and eight stages, 3,100 kilometres across Mexico. Mercedes-Benz accepted the challenge and entered two coupés and two roadsters in this rally, all powered by engines with an output that had meanwhile been boosted to 180 hp (132 kW). Karl Kling with Hans Klenk and Hermann Lang with Erwin Grupp scored a legendary double victory for Mercedes-Benz in November 1952 in this contest.

The 300 SL was reengineered for the 1953 season. The eleventh SL manufactured received the number W 194/11. Its bodywork was now entirely made from magnesium sheet, even lighter than aluminium. In the wind tunnel it gained – especially in its front section – not only a new face, but also a better airflow through the engine compartment thanks to an optimised shape. The engine output rose, too, among other things thanks to petrol direct injection, which boosted the power of the six-cylinder unit to 215 bhp (158 kW). The rear axle was further developed to a low-pivot single-joint swing axle, while the transmission was flanged on the rear axle following the transaxle principle, which made for a more balanced weight distribution. The wheelbase was shortened by 100 millimetres. The vehicle stood firmly on 16-inch wheels, and the use of disc brakes was considered.

This further-developed 300 SL – in-house affectionately called “carpenter’s plane” on account of its front end – did not actually get to race. However, its bodywork with its angular radiator, compact dimensions and ventilation fins as well as its engine with direct petrol injection already showed the genes that were to make the 300 SL production sports car of 1954 so unique. This production sports car was to become the dream sports car of the 1950s and in 1999 was voted “Sports Car of the Century”.

Production figures for Mercedes-Benz 300 SL (W 194)

Credits: Daimler AG

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

Mercedes-Benz Classic: Topics for 2012

February
75 years ago – from 20 February to 7 March 1937: the Mercedes-Benz 320 (model series W 142) was presented at the Berlin Motor Show. Its outstanding features included high levels of spaciousness, comfort and convenience.
75 years ago – from spring 1937: the Mercedes-Benz W 125 became the brand's Formula racing car for the 1937 motorsport season. It proved extremely successful in enabling Rudolf Caracciola to pick up the title of European Champion, a feat comparable to winning the World Championship by today's standards.
Event: Mercedes-Benz Classic at the Rétromobile Motor Show in Paris, from 1 to 5 February 2012.


March
75 years ago – spring 1937: some 29 Volkswagen prototypes were produced at the Sindelfingen plant. The vehicle known as the VW 30 was the forerunner to the subsequent "KdF" car, and therefore the "Beetle".
50 years ago – from 15 to 25 March 1962: the 300 SE Coupé and Cabriolet models (W 112/3) were presented at the Geneva Motor Show. Both cars had air suspension, automatic transmissions and four disc brakes as standard, just like the Saloon on which they were based.
25 years ago – from 5 to 15 March 1987: the 124-series Coupé was presented to the public at the Geneva Motor Show. Today, these models are among the most sought-after examples on the classic car scene.
Event: Mercedes-Benz Classic at the Amelia Island Concours, from 8 to 11 March 2012.
Event: Mercedes-Benz Classic at Techno Classica, Essen, from 21 to 25 March 2012.
Event: Mercedes-Benz Classic at Retro Classics, Stuttgart, from 22 to 25 March 2012.

April
25 years ago – April 1987: the last of the first generation of Mercedes-Benz standard buses rolled off the production line at the Mannheim plant. Today's urban buses would not have been possible had it not been for the public local transport concept which was introduced, standardised and tailored to the needs of transport operators from 1967 with the launch of the O 305.

May
Event: Mercedes-Benz Classic at the Mille Miglia, from 16 to 20 May 2012.
June
Event: Mercedes-Benz Classic at the ADAC Eifelrennen and FHR Long Distance Cup, from 8 to 10 June 2012.
Event: Mercedes-Benz Classic at the Goodwood Festival of Speed, Chichester/West Sussex, from 29 June to 1 July 2012.

July
50 years ago – July 1962: the Unimog model U 65 (model series 406) is launched as a more powerful and generally more generously proportioned variant, particularly suitable for use as a trailer towing vehicle.
Event: Mercedes-Benz Classic at Le Mans Classic, from 6 to 8 July 2012.
Event: Mercedes-Benz Classic at the Ennstal Classic, from 11 to 14 July 2012.
Event: Mercedes-Benz Classic at the FHR Long-Distance Cup, Spa-Francorchamps, Belgium, from 21 to 22 July 2012.

August
Event: Mercedes-Benz Classic at the Classic Days Schloss Dyck, from 6 to 7 August 2012.
Event: Mercedes-Benz Classic at the AvD Oldtimer-Grand-Prix, from 10 to 12 August 2012.
Event: Mercedes-Benz Classic at the Pebble Beach Concours d’Elegance, from 18 to 19 August 2012.

September
10 years ago – from 12 to 19 September 2012: Mercedes-Benz presented the second generation of the Actros heavy-duty truck at the IAA Commercial Vehicle Show. The new model series featured a high-quality interior, increased payload and even more powerful engines.
25 years ago – from 10 to 20 September 1987: Mercedes-Benz presented the front passenger airbag at the International Motor Show in Frankfurt am Main. The premiered vehicle was the 126-series S-Class. Today the front passenger airbag has become standard equipment in passenger cars across the industry.
Event: Mercedes-Benz Classic at Liege–Rome–Liege, from 1 to 2 September 2012.
Event: Mercedes-Benz Classic at the Goodwood Revival, from 14 to 16 September 2012.

October
Event: Mercedes-Benz Classic at the final of the FHR Long-Distance Cup, Nürburgring, from 6 to 7 October 2012.

November
25 years ago – from 24 to 28 November 1987: Mercedes-Benz presented the new Unimog U 900 at the Agritechnica Agricultural Exhibition in Frankfurt am Main, featuring a newly-developed cab as well as revised technology.
Event: Mercedes-Benz Classic at the London to Brighton Veteran Car Run, from 3 to 4 November 2012.

December
25 years ago – 4 December 1987: generally considered as the forerunner to today's vans, the MB 100 D van was presented in Ulm. Manufactured at the Spanish Mercedes-Benz plant in Vitoria, it differed from all of the company's other vans with its cab-over-engine design and front-wheel drive.
30 years ago – 8 December 1982: Mercedes-Benz presented the 190 and 190 W (W 201 series), the first post-war car in the compact segment. It is the direct predecessor of the C-Class.

Source: Daimler AG

Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.

Mercedes-Benz at the “London to Brighton Veteran Car Run” 2011

The annual international classic calendar will finish only in November – with the “London to Brighton Veteran Car Run” (LBVCR) in England. In the anniversary year celebrating “125 years of the automobile”, Mercedes-Benz, as a primary sponsor, will be entering two vehicles from the company’s own collection and two customer vehicles in the event on 5 and 6 November 2011: from the museum collection, a 1902 two-seater Mercedes-Simplex racing car (starting number 234), and a 1904 four-seater Mercedes-Simplex touring car (starting number 523). One of the two private teams will be driving a 1903 60 PS Mercedes-Simplex (starting number 367), while the other team will be behind the wheel of a 1904 28/32 PS Mercedes-Simplex racing car (starting number 531).


“It’s an honour for Mercedes-Benz to support the event in this year of the anniversary of the automobile”, says Michael Bock, head of Mercedes-Benz Classic and director of the Mercedes-Benz Museum. “We invented the automobile, and the ‘London to Brighton Veteran Car Run’ is the oldest classic car event worldwide. That represents the basis for an ideal collaboration.”

The “London to Brighton Veteran Car Run”, held in the anniversary year of the automobile, will be symbolically opened by Jutta Benz, great-granddaughter of Carl Benz, inventor of the automobile. She will be driving a replica of the 1886 Benz Patent-Motorwagen. This is the 63rd year since 1948 that Mercedes-Benz will have attended the Veteran Car Run, which is an annual highlight of the Mercedes-Benz Classic calendar.

The two participating Mercedes-Simplex cars are outstanding vehicles considering the automotive technology of their time. Following the invention of the automobile in 1886, the Mercedes-Simplex model, introduced in 1901 by the former Daimler-Motoren-Gesellschaft, is regarded by today’s experts as the first modern automobile. For the first time, it showed important features which can still be found in passenger cars today, such as the low centre of gravity, the honeycomb radiator and an inclined steering column.

The Mercedes-Benz vehicles will once again be piloted by celebrity drivers this year: one will be driven by Nigel Mansell, 1992 British Formula 1 World Champion. Doug Nye, well-known British motor journalist, and Bernd Ostman, editor-in-chief of the professional journal “Auto Motor und Sport”, will be driving the second vehicle.

Remembering the emancipation of the automobile

The London to Brighton Veteran Car Run is held exclusively for vehicles built before 1904. The annual event marks the “Emancipation Run” of 14 November 1896. That event was organised by Harry J. Lawson in celebration of a then new law in Britain that raised the maximum permitted speed for automobiles with an internal combustion engine, from a walking pace of 6.4 km/h (4 miles per hour) to 22.4 km/h (16 miles per hour). The new law also abolished the requirement that vehicles be preceded by a man walking ahead of the vehicle, for the safety of other road users, as previously required by the 1865 “Locomotive Act”, also known as the “Red Flag Act”. The first event was started by the symbolic tearing up of a red flag, since, up until 1878, the man walking ahead of the vehicle had to also carry a red flag as a warning.

The first official commemorative repeat of the London to Brighton Run took place in 1927, and since then it has been organised annually, with the exception of the years 1940 to 1947. The 77th event will take place this year. This makes the Run the oldest existing motoring event in the world, and, at the same time, the largest gathering of veteran cars from the early days of automotive history. In addition to four-wheeled cars with internal combustion engines, three-wheelers and also steam cars and electric cars will also take part. The British Royal Automobile Club has been organising the Run since 1930.

In the 2011 Run, approximately 550 vehicles from 20 countries will be taking part. Around 50 vehicles date from the period before 1900. They will all set out on 6 November 2011 on the approximately 96-kilometre (60-mile) course, which mainly follows the A23 road. The two oldest vehicles are expected to be a Benz Velo and a Benz Victoria, both from 1894. As many as 500,000 spectators are expected to line the route. The start is at Apsley Gate, at London’s Hyde Park, where the first vehicles will depart at the official sunrise time of 7.02 a.m. From there, the cars will head to a checkpoint at Market Square, Crawley, before the event comes to an official end in Preston Park, a suburb of the seaside resort of Brighton. The unofficial, but actual finish is subsequently also celebrated by the public on the grand promenade, Madeira Drive. Only cars that arrive in Brighton by sunset will be counted.

Around 100 vehicles will take part in an eve-of-event Concours d’Élégance, on London’s Regent Street, on Saturday, 5 November 2011. Each car will be individually introduced, and spectators will have an opportunity for closer inspection. Before that event, on 4 November 2011, Bonhams on New Bond Street will host an auction of vehicles and automobilia from the early days.

Mercedes-Simplex: the modern automobile

The Mercedes-Benz Classic cars which are to take part are all Mercedes Simplex models. Daimler-Motoren-Gesellschaft produced a range of automobiles bearing this designation at Stuttgart-Untertürkheim, from 1901 to 1905, all of which had two things in common: they were designed by Wilhelm Maybach, and they were superior to all other cars at the time. The Simplex represented the pivotal transition from motorised carriage to purpose-built car. The Mercedes-Simplex is therefore regarded as the first modern automobile.

The most striking technical features of the Mercedes-Simplex were its four-cylinder, front-mounted engine with cylinders cast in pairs, the U-section pressed steel frame, a low centre of gravity, honeycomb radiator and inclined steering column. These features are what provided the typical car-like appearance that distinguished it from contemporary carriage-type automobiles. Next to the 38/40 PS Mercedes-Simplex, the 28/32 PS was the more compact automobile.

Technical data for the 38/40 PS Mercedes-Simplex racing car
Year of construction: 1902
Cylinders: 4 (in-line)
Displacement: 6558 ccm
Output: 40 hp (29 kW) at 1050 rpm
Maximum speed: approx. 75 km/h
Vehicle weight: 1250 kg

Technical data for the 28/32 PS Mercedes-Simplex touring car
Year of construction: 1904
Cylinders: 4 (in-line)
Displacement: 5315 ccm
Output: 32 hp (24 kW) at 1200 rpm
Maximum speed: approx. 60 km/h
Vehicle weight: 1250 kg

Technical data for the Benz Patent-Motorwagen Model I
Year of construction: 1886
Cylinders: Single-cylinder four-stroke engine with buzzer ignition
Displacement: 954 ccm
Output: 0.75 hp (0.55 kW) at 400 rpm
Fuel consumption: approx. 10 litres per 100 km
Maximum speed: 16 km/h
Vehicle weight: 265 kg

Nigel Mansell

Born on 8 August 1953 in Upton-on-Severn, Worcestershire, England.

The rise of Mansell’s sporting career proceeded in a straight line from karting 1968-75, the Formula Ford 1976-77 and the British Formula 3 Championship 1978-80, all the way to his Formula 1 début in 1980 in a Lotus Ford.

A long series with successful races in Formula 1 followed, crowned by three second-place titles and finally, in 1992, the World Champion title. After a brief interlude in the IndyCar Series (he won the Champion title on his first attempt in 1993), he returned to Formula 1 in 1994, and won the Grand Prix in Australia.
In 1995, he started in the Formula 1 for Team McLaren-Mercedes.



















Source: Daimler AG

Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.