Showing posts with label classic. Show all posts

Mille Miglia 2012 gets under way

By | Published Saturday, 19 May 2012

On 16 May 2012 some 25 SLR owners, all of them SLR. CLUB members, set out from Stuttgart-Untertürkheim on this year's Mille Miglia. With their classics of the future acting as back-up vehicles, they headed off to join the main field of this classic car rally. This marks the 8th time that SLR. CLUB members are taking part in the traditional Italian race. The exclusive field comprised five SLR Coupés, seven Roadsters, three Roadster 722 S models and ten SLR Stirling Moss models. Dr. Dieter Zetsche, Chairman of the Board of Management of Daimler AG and Head of Mercedes-Benz Cars, was on hand to wave off the main field of vehicles.

This year's Mille Miglia is taking place from 17 to 20 May over a route from Brescia to Rome and back again. The participants in the race will be passing through some of the most beautiful cities in Italy, such as Verona, Florence and Bologna.

Mercedes-Benz is once again acting as a sponsor of the traditional Italian race. The Stuttgart works team is taking part with a Mercedes-Benz SS, an SSK, and a 300 SLR (W 196 S) racing car, evoking memories of Mercedes-Benz's great victory in the famous 1000-mile race: in 1955, Stirling Moss and his co-driver Denis Jenkinson won the Mille Miglia at the wheel of a 300 SLR in the fastest time ever achieved - their record still stands to this day.
Credits: Daimler AG

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

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Mercedes-Benz Classic: New platform for HISTORIA Mobilis

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HISTORIA Mobilis has found a new home: on 14 May 2012, this interest group for Daimler employees, which was founded in 2005 and embraces all brands, became part of SG Stern Stuttgart.

“The inclusion of HISTORIA Mobilis as a new section within SG Stern Stuttgart is beneficial to both parties,” enthuses Patrick Schempp, head of SG Stern Stuttgart. “As a new and highly appealing division, HISTORIA Mobilis is an interesting addition to the SG Stern programme of activities. With the association celebrating its 50th anniversary this year, SG Stern Stuttgart has more than 7,000 members across 30 sections, making it a strong and reliable partner for classic car enthusiasts too.”

The work of HISTORIA Mobilis is focused on values such as a sense of tradition and a passion for automotive culture, as well as integrity and the company’s respect for its employees. This is why Daimler has actively sought a solution that will provide a stable, strong form of organisation for HISTORIA Mobilis into the future.

Approximately 2200 classic car enthusiasts have joined HISTORIA Mobilis since the interest group was first established in 2005. From the start, the group has deliberately catered for all brands. This openness is Daimler’s and the members of HISTORIA Mobilis’s way of underlining the fact that every passenger car and commercial vehicle is built on a tradition of innovation going back more than 125 years – with roots that date back to the invention of the automobile by Carl Benz and Gottlieb Daimler in 1886.

Credits: Daimler AG

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

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Mercedes-Benz Classic at the 2012 ADAC Eifelrennen

By | Published Wednesday, 9 May 2012

From 8 to 10 June 2012, Mercedes-Benz Classic will put on a fascinating show in the ADAC Eifelrennen at the Nürburgring. Legendary cars from various motorsport eras and world-famous Mercedes-Benz racing drivers recall the brand’s close connection with the history of Germany’s most traditional motorsport event, which dates back to 1922. The close collaboration with the clubs is a further element of the brand’s strong presence this year.

Mercedes-Benz rally cars and touring cars from the 1960s and 1970s play just as active a part in the Eifelrennen as the renowned supercharged sports cars from the 1920s. Amongst others, the Stuttgart-based brand will bring to the Nürburgring a 310-hp (228-kW) 1928 Mercedes-Benz SSK (series W 06 III) – the car Klaus Ludwig will drive in the so-called “Elefantenrennen”.

This stage of the ADAC Eifelrennen is reminiscent of the opening race at the Nürburgring in 1927, which Rudolf Caracciola and Adolf Rosenberger won in a dual-victory driving the Mercedes-Benz type S. Hence the honorary title “Champion of the Nürburgring”, which Caracciola earned for himself in the ensuing years.

The 300 SEL 6.8 AMG, which later gained fame as the “Red Sow”, and the classic Mercedes-Benz 300 SE (W 112) rally car will also be driven by other renowned Mercedes-Benz racing drivers, such as Jochen Mass and Dieter Glemser. The AMG Version of the Mercedes-Benz 300 SEL 6.3 (W 109) luxury saloon drew attention in 1971 when the red touring car earned first place in its class and a second-place ranking in the overall classification at the 24 Hour Race of Spa-Francorchamps. Outfitted largely with standard equipment, the Mercedes-Benz 300 SE carried on the brand’s brilliant motorsport tradition in the 1960s above all with numerous rally victories.

The “fintails” were also successful on the circuit. The 220 SE (W 111) rebuilt by Mercedes-Benz Classic, which will compete in the three-hour race for the Dunlop FHR long-distance cup, is a reminder of this success. Jochen Mass will be behind the wheel during this stage. Thus the Eifelrennen marks a new high point in the partnership between Mercedes-Benz Classic and the Fahrergemeinschaft Historischer Rennsport e. V. (FHR). Founded in 1983, the FHR has been promoting historic motorsport for almost 30 years and has made a significant contribution to the popularity of the current racing series with historic competition vehicles.

The ADAC Eifelrennen has been held at the Nürburgring since the opening of the legendary race track in 1927. But the event’s roots stretch back even further – from 1922 to 1926, contenders raced in a circuit around the town of Nideggen in what was called the ADAC Eifelrundfahrt-Rennen. The Eifelrennen also marked the birth of the iconic Mercedes-Benz Silver Arrows. In 1934, type W 25 racing cars appeared here for the first time not in the usual white livery, but with their shiny aluminium bodywork exposed.

In 2009, ADAC relaunched the Eifelrennen as an event for vintage motorcars. With a variety of competitions for different classes and a multitude of sideshow events, the event provides an exceptional stage for the highly active scene of historic motorsport. It will also include the presentation of some 70 club vehicles by Mercedes-Benz Classic in the paddock and the big club meeting in the Mercedes arena, with an expected turn-out of over 500 classic cars.

Mercedes-Benz Classic cars at the 2012 ADAC Eifelrennen

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

Of the six-cylinder supercharged sports cars in the Mercedes‑Benz S model series, type SSK (series W 06 II, W 06 III and WS 06) is the most exclusive and most fascinating version. The model designation stands for Super-Sport-Kurz (Super Sport, Short), emphasising the shorter wheelbase alongside its particularly sporty character. In the summer of 1928, works team driver Rudolf Caracciola raced the brand-new SSK to victory at the Gabelbach race and races on the mountains of Schauinsland and Mont Ventoux. In 1930 and 1931, the SSK helped him win the European Hill Climb Championship. The weight-reduced, further modified 1931 version, also known as the SSKL (Super-Sport-Kurz-Leicht (Super Sport, Short, Light), W 06 RS), also achieved spectacular victories. The win at the legendary “Mille Miglia” 1000-mile race was one of the most important of these. In April 1931, Rudolf Caracciola was the first non-Italian to win this gruelling road race from Brescia to Rome and back.

Technical data for Mercedes-Benz model series SSK 27/170/225 hp (W 06 III) road-going version

Production period: 1928-1930
Cylinder: 6/in-line
Displacement: 7065 cc
Performance: 170 hp (123 kW), with supercharger 225 hp (166 kW) at 3300 rpm
Maximum speed: 192 km/h

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

To commemorate the motorsport successes of the period and to keep the tradition of the brand’s exceptional racing history alive while also making historic motorsport even more attractive for private drivers, Mercedes-Benz Classic reconstructed a type 220 SE “fintail” saloon (series W 111) in 2011, for use in historic motorsport events . The car meets the regulations of the FIA International Sporting Code, Appendix K (FIA – Féderation Internationale de l’Automobile). The vehicle is used in particular for the Dunlop FHR long-distance cup held by the Fahrergemeinschaft Historischer Rennsport e. V. (FHR) – the world’s biggest historical long-distance racing series as per Appendix K. True to practice for the 1960’s, the competition car closely resembles the production model from a technical standpoint. The usual modifications included stiffer suspension elements and body components, a larger fuel tank and an engine performance tuned specifically for the intended use.

Technical data for Mercedes-Benz 220 SE (W 111) “FHR fintail”

Production period: 1959-1965
Cylinder: 6/in-line
Displacement: 2195 cc
Performance: 120 hp (88 kW) at 4800 rpm
Maximum speed: approx. 170 km/h

Mercedes-Benz 300 SE (W 112) rally car

From Argentina to Germany, the rally-car version of the Mercedes-Benz 300 SE dominated the touring car scene in the years 1963 and 1964. As with all other Mercedes-Benz motorcars from the period which competed in rallies, the large “fintail” saloons were modelled closely on their standard counterparts. Daimler-Benz AG also used this fact as a selling point for the production saloons. But the saloons underwent certain modifications, depending on how they were to be used. These included reinforced chassis elements, a larger fuel tank, and changes to the engine performance, for instance, by lowering the compression ratio to achieve better engine reliability. There were also variations in the gearbox and axle ratios.

Technical data for the Mercedes-Benz 300 SE (W 112) rally car

Production period: 1963-1964
Cylinder: 6/in-line
Displacement: 2996 cc
Performance: 195 hp (143 kW) (production version: 160 hp/118 kW; from 1964: 170 hp /125 kW)
Maximum speed: over 200 km/h (production version: 175 km/h to 195 km/h, depending on year of construction and rear axle ratio)

Mercedes-Benz 300 SEL 6.8 AMG (W 109)

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

Technical data for Mercedes-Benz 300 SEL 6.8 AMG (W 109)

Production period: 1971
Cylinder: V8
Displacement: 6835 cc
Performance: 315 kW(428 hp)
Maximum speed: 265 km/h
Drivers for Mercedes-Benz Classic at the 2012 Eifelrennen

Dieter Glemser
Born in Kirchheim/Teck on 28 June 1938.

Dieter Glemser’s career in the fast lane began with the Schorndorf Hill Climb race in 1960. Many class victories followed in various mountain and circuit races on the Nürburgring.

Glemser began racing for Daimler-Benz AG in 1963, winning overall in a Mercedes 220 SE at the Poland Rally and taking second place in both the Germany Rally (including a class win) and the Grand Prix of Argentina. In the following year, too, Glemser participated in the triple victory of the Böhringer/Kaiser, Glemser/Braungart and Rosqvist/Falk teams at the Grand Prix of Argentina.

Glemser celebrated victory once again in 1971 with a European Champion title for Ford in the touring car championships and a win at the 24-hour Spa-Francorchamps event. He also held the title of German Motor Sport Champion in 1973 and 1974. However, following a severe accident caused by tyre damage at the Macau Touring Car Race, Southeast China, in November 1974, he decided to end his active motorsport career.

For ten years from 1990, Dieter Glemser was a member of the Mercedes-Benz Motorsport team, and as hed of department, he was responsible for the organisation. From 2001 to 2008, he worked on a freelance basis for Mercedes-AMG and Daimler AG for sport and driver safety training as well as at Classic events. He continues to drive at Mercedes-Benz Classic events to this day.

Klaus Ludwig
Born in Bonn on 5 October 1949.

Klaus Ludwig started in motorsport by competing in slalom races, orienteering excursions and touring car races from 1970 to 1973. He went on to achieve high rankings in the German Racing Championship and secured victories here in 1979 and 1981, in addition to three wins in the 24 Hours of Le Mans in 1979, 1984 and 1985.

In 1988, he won the German Touring Car Championship with Ford, then joined the AMG-Mercedes team in 1989, driving to victory 19 times in the five years that followed. The high points of his career were the driver’s title in the championships of 1992 and 1994 as well as a second place finish in 1991 – successes which earned him the nickname “King Ludwig”. In 1995 and 1996, Klaus Ludwig competed in the German Touring Car Championship for Opel’s Team Rosberg.

In 1997 and 1998, Ludwig was once again driving for Mercedes-Benz, this time in the FIA GT Championship, winning the overall ranking together with Ricardo Zonta in 1998. In the first season of the new German Touring Car Championship, he was the oldest contender to date to win a race, in 2000, and concluded the season in third place overall in a Mercedes-Benz CLK. When the season was over, he ended his active career as a professional racing driver.

Jochen Mass
Born in Dorfen near Wolfratshausen/Munich on 30 September 1946.

Jochen Mass, originally a trained seaman, began his richly varied motorsport career in 1968 racing touring cars for Alfa-Romeo and as a works team driver for Ford between 1970 and 1975. During this time, he won the 24 Hours of Spa-Francorchamps (1972). At the same time, he drove in Formula 2 (1973) and in 105 Formula 1 Grand Prix races (1973/74 for Surtees; 1975-1977 for McLaren; 1978 for ATS; 1979/80 for Arrows; 1982 for March).

With the 1985 German Sports Car Championship title and a stint as a works driver at Porsche until 1987 under his belt, he was recruited for the Sauber-Mercedes team, also as a works driver. He drove in Group C for this team until 1991. In the new Silver Arrow, the Sauber-Mercedes C 9, Jochen Mass won the 24 Hours of Le Mans together with Manuel Reuter and Stanley Dickens and finished runner-up in the 1989 World Championship. Three years later, Mass became involved in team management for the German Touring Car Championship.

Sir Stirling Moss described him as “a highly skilled driver with an incredible feel for race cars and in-depth knowledge of motorsport of all ages”. Jochen Mass still represents Mercedes-Benz at historical racing events and at vintage super sports car events such as the ADAC Eifelrennen at the Nürburgring. Whether in a Silver Arrow W 165 or a Mercedes-Benz SSK, Jochen Mass knows and drives them all.














Credits: Daimler AG

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

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The racing “fintail” from Mercedes-Benz Classic for the 2012 season of historic motorsport events

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In the late 1950s and early 1960s, Mercedes-Benz enjoyed much success in international endurance races and rallies. The period at the start of the 1960s was shaped above all by the 220 SE and 300 SE “fintail” saloons with six-cylinder engines.

To commemorate the motorsport successes of the period and to keep the tradition of the brand’s exceptional racing history alive while also making historic motorsport even more attractive for private drivers, Mercedes-Benz Classic reconstructed a type 220 SE “fintail” saloon (series W 111) in 2011, for use in historic motorsport events.

The car meets the regulations of the FIA International Sporting Code, Appendix K (FIA – Féderation Internationale de l’Automobile). The vehicle is used in particular for the Dunlop FHR long-distance cup held by the Fahrergemeinschaft Historischer Rennsport e. V. (FHR) – the world’s biggest historical long-distance racing series as per Appendix K.

In the 1960s, competition vehicles typically bore close resemblance to production models in terms of technology. The usual modifications included stiffer suspension elements and body components, a larger fuel tank and an engine performance tuned specifically for the intended use.

When building the 220 SE, Mercedes-Benz Classic also followed the requirement to design a powerful competition vehicle using near-standard technology. The Classic Centre specialists made the following detailed modifications to the production vehicle, amongst others: the interior now has a roll cage with quick-connect safety coupling for side-impact fasteners such as door crossbars and side impact protectors (Fix Opening and Closure Security System, FO-CS for short).

The fintail has also been equipped with a fire extinguishing system and a 100-litre FT3 safety tank. The car will soon feature 5½ x 15 rims with 6.00 x 15 racing tyres. And of course, the W 111 has also been painted in the classic DB 140 light-grey livery which adorned the competition vehicles from 1961 to 1964.

Vehicle data for Mercedes-Benz 220 SE (W 111)

Engine: six-cylinder (in-line)
Bore x stoke: 80 x 72.8 millimetres
Displacement: 2195 cc
Performance: 120 hp (88 kW) at 4800 rpm
Max. torque: 19.3 mkg (189 newton metres) at 3900 rpm
Front axle: double wishbones, coil springs, torsion bar stabiliser, telescopic shock absorbers
Power transmission: via propeller shaft to the rear axle
Rear axle: single-joint swing axle with compensating spring, coil springs, telescopic shock absorbers
Brake system: hydraulic brake system with brake booster
Front brakes: disc brakes, 253 millimetres in diameter
Rear brakes: duplex drum brakes with turbo-cooled Alfin drums, 230 millimetres in diameter
Transmission: 4-speed floor shift transmission
Clutch: dry single-disc clutch
Maximum speed: approx. 170 km/h






Credits: Daimler AG

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

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Mercedes-Benz Classic in the “Elefantenrennen” 2012 at the Nürburgring

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The history of Mercedes-Benz is rife with vehicles which have captivated and enticed enthusiasts and continue to do so to this day. This is particularly true of the legendary supercharged sports cars of types S, SS (W 06) and SSK (W 06 II) from the late 1920s and the early 1930s. These are amongst the few vehicles which have become legends in the history of the car.

Klaus Ludwig will drive a Mercedes-Benz SSK in the “Elefantenrennen” to take place during the ADAC Eifelrennen at the Nürburgring. Mercedes-Benz Classic is organising the event in particular to commemorate the first victory of a Mercedes-Benz supercharged sports car at the opening race of the Nürburgring on 19 June 1927. It was during that race that Rudolf Caracciola and Adolf Rosenberger won a surprising dual victory in a Mercedes-Benz type S, paving the way for many race wins in the history of supercharged sports cars.

What began in 1927 with a type S – S stood for “Sport” – Mercedes-Benz carried on one year later with the modified type SS – SS for “Super Sport” – of which 257 units were built in total. In late 1928 it was modified once again for hill climb racing, giving rise to the legendary model designation SSK – for “Super Sport Kurz” (Super Sport, Short). The modification consisted primarily of a shortening of a type S chassis to a wheelbase of 2950 millimetres. The short chassis was then paired with a new 7.1-litre engine.

Based on its origins, the SSK should actually have been called “SK”; however, the larger engine emphasises its relationship to the SS, making the name SSK a logical choice. Like the type S, the SSK had a radiator which was 42 millimetres lower, but like the SS, it bore the newer version of the brand logo: a single white, enamelled star inside a laurel wreath against a blue background.

In the years the followed, both models – but particularly the SSK – were not only contenders in most of the Daimler-Benz works team’s motorsport endeavours, they were also driven with great success by many private competitors. Certainly the greatest triumph was that of Rudolf Caracciola in 1931, when, together with Wilhelm Sebastian, he secured the final win of the Mille Miglia behind the wheel of an SSKL.

The engine designer Albert Heeß harnessed the engine’s last reserves for the works team’s motorsport cars. The larger of the two competition superchargers – referred to internally as the “Elefant” (elephant) – registered 310 hp (228 kW) on the test bench. This charger was designed for short-distance use, such as hill climb racing. It could run continuously, whereas the supercharger was otherwise normally activated by fully depressing the accelerator beyond a given pressure point. A compressor of this design could be engaged and disengaged via a linkage which the driver actuated using a locking lever below the steering wheel.

After 80 years, the “Elefantenrennen” celebrated a grand revival at the 2010 ADAC Eifelrennen, which also delighted the spectators in 2011. This year, the legendary Mercedes-Benz SSK supercharged sports car will commemorate the opening race.

Technical data for the Mercedes-Benz SSK 27/170/225 hp

Production period: 1928-1930
Cylinder: 6/in-line
Displacement: 7065 cc
Performance: 170 hp (123 kW), with supercharger 225 hp (166 kW) at 3300 rpm

Driver: Klaus Ludwig
Born in Bonn on 5 October 1949.

Klaus Ludwig started in motorsport by competing in slalom races, orienteering excursions and touring car races from 1970 to 1973. He went on to achieve high rankings in the German Racing Championship and secured victories here in 1979 and 1981, in addition to three wins in the 24 Hours of Le Mans in 1979, 1984 and 1985.

In 1988, he won the German Touring Car Championship in a Ford, and then joined the AMG-Mercedes team in 1989, driving to victory 19 times in the five years that followed. The high points of his career were the driver’s title in the championships of 1992 and 1994 as well as a second place finish in 1991. In 1995 and 1996, Klaus Ludwig competed in the German Touring Car Championship for Opel’s Team Rosberg.

In 1997 and 1998, Ludwig was once again driving for Mercedes-Benz, this time in the FIA GT Championship, winning the overall ranking together with Ricardo Zonta in 1998. In the first season of the new German Touring Car Championship, he was the oldest contender to date to win a race, in 2000, and concluded the season in third place overall driving a Mercedes-Benz CLK. When the season was over, he ended his active career as a professional racing driver.



Credits: Daimler AG

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

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

By | Published Tuesday, 24 April 2012

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.

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

By | Published Sunday, 15 April 2012

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

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Introducing the Mercedes-Benz Classic management team

By | Published Friday, 13 April 2012

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

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

By | Published Tuesday, 3 April 2012

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.

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

By | Published Tuesday, 20 March 2012

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


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Mercedes-Benz Classic: Fascination 300 SL on Amelia Island

By | Published Friday, 24 February 2012

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

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

By | Published Wednesday, 25 January 2012

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

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