More than 130 years’ worth of Mercedes
Between lockdowns, Mercedes-Benz opened its toy-box for one lucky Octane staffer…
LIKE SO MANY things in 2020, much of Mercedes-Benz Classic’s planned activity was curtailed by Covid constraints, but that didn’t stop the company celebrating more than 130 years of motoring history during that brief window before restrictions were reinstated. Octane joined its ‘Dream Drives’ event at the Immendingen vehicle test track, the company’s newest and most impressive facility. Normally the track plays its part in prototype vehicle development; today it’s the perfect environment for experiencing a huge variety of cars. So let’s start at the very beginning… 1886 Benz Patent-Motorwagen There’s only one known original survivor, and that’s in a museum. So what we have here is one of a few very nicely built reproductions, lovingly crafted by Crosthwaite & Gardiner for Mercedes as part of the company’s 125th anniversary celebrations.
Before climbing up onto the precarious-looking seat, I’m invited to start the engine. It’s primed and ready to go, as am I, so I attempt to spin the large wheel on the back, pushing the 954cc single-piston engine into life. Not quite. A couple more tries, and then the puzzled Mercedes technician takes over and… Nope, it still won’t go!
It’s quite a warm day and this engine doesn’t have any form of cooling, so perhaps the fuel is vapourising? All I know is that the mechanics begin dismantling the engine and flushing it through with cold water. After about ten minutes of tinkering, the chuffchuff-chuff of the world’s first internal combustion-engined car kicks into life. It’s hard not to feel some of the excitement that must have surrounded this thing when it fired-up 134 years ago.
The controls are beautifully simple. The single front wheel is turned directly by a tiller, and a single lever to the left of the driver acts as both throttle and brake. Here in this flat, open space it feels happy enough to get up to cruising speed – which feels close to 10mph. Steering the Patent Motorwagen at that speed, even minor adjustments are mildly terrifying, yet it’s remarkably easy to drive. A core principle that seems to have endured.
1903 Mercedes-Simplex 40hp A passenger ride is enough to confirm that things have progressed quite a long way in 17 years. You’ve possibly seen this car blatting around at Goodwood over the years, with the same grey-haired German gentleman behind the wheel.
Powered by a 40bhp 6.8-litre four-cylinder, the Simplex – named because it’s so easy to operate – is relatively quick and agile enough to be a lot of fun on this tight and twisty little course. I can’t help but laugh when the driver locks the rear wheels on the way back into the parking area, with a huge grin on his face.
2015 Mercedes-Benz G500 4x42 And now for something completely different. This wild-looking G-Wagen started out as a Geneva motor show one-off, but enough people badgered Mercedes that the company put it into production. It uses the huge portal axles and geared wheelhubs
first seen on the six-wheeled G63 AMG 6x6, which not only give it considerably more ground clearance but also much more impressive off-road ability than the regular G500. The V8 sounds fairly subdued, and it provides an easily controllable wave of low-down torque that makes light work of the off-road course.
The trickiest part requires the use of both diff locks and low-range, but taken slowly it’s no trouble at all. It’s not my first time off-roading, but learning to position the car takes some care, thanks to those huge wheelarch extensions. A silly, hi-vis yellow, V8-powered monster truck: what’s not to like?
1955 300SL Gullwing
While all of my colleagues have driven countless Gullwings over the years, this is a first for me. It might not be a 1000-mile jaunt across Southern Europe, but a few laps of Immendingen’s high-speed bowl are enough to appreciate why this would be the perfect tool for such a job. Getting in is a slight squeeze, but there’s no doubt that this sports car is one of the finest all-rounders ever built.
At 65 years old, this example demonstrates how accomplished and extraordinarily well-polished the Gullwing was. The freerevving 3.0-litre straight-six is intoxicating, while the steering, chassis and brakes help to disguise the car’s age. It’s so capable, so stable, and does it all so easily.
I feel a theme developing here…
1970 C111-II
The second of three gullwingdoored cars driven on the day, this priceless C111 prototype (the same car tested by Glen Waddington back in Octane 146) was unusual for its type in having been built with a 3.5-litre petrol V8 engine. Intended as a benchmark for the experimental rotary-engined cars it was built alongside, it’s still intriguing from a technical standpoint thanks to the advanced multi-link rear suspension and incredibly slippery profile. And it’s hard not to enjoy the sound of a (surprisingly noisy) 200bhp V8 sitting behind your head, too.
Three short laps of the same derestricted loop give plenty of time to appreciate its stability and surprising refinement at Autobahn speeds. Such a shame that the Wankel-powered car isn’t running today, though.
1980 600 Pullman Limousine As technical masterpieces go, the 600 Pullman dwarfs everything else here. And as much as I want to drive this wonderful limousine, I’m enjoying a passenger ride in the back first. That’s how it was meant to be experienced, after all. There are buttons and switches galore, to operate all the hydraulic features: windows, seats and more, all acting with such silent conviction – better than any Rolls. Notoriously complicated and expensive to maintain, there’s nothing else like it.
Behind the wheel, it’s just as staggering. In usual Mercedes fashion, the power steering is light and devoid of feel but responsive. Its 6.3-litre engine was the first V8 to be used in a Mercedes-Benz passenger car, and the 600 glides almost silently and entirely
effortlessly, with the kind of refinement and comfort that puts many other limousines to shame.
2009 CL65 AMG
You can barely hear the 6.0-litre V12 under the bonnet of this uber-coupé, and that’s a shame. Producing 604bhp, and churning out 737lb ft of torque, it’s not only quicker than it has any right to be, but it combines that pace with an astonishing chassis. Active Body Control not only gives this two-tonne car incredibly high limits, it keeps the occupants – especially the driver – unfazed at all times. Lots of toys inside, too, but it’s old enough that the tech isn’t overwhelming. Given the chance to drive home in any of these cars, I’d take this one.
1986 AMG 300E 6.0 ‘Hammer’
I was looking forward to driving this menacing black saloon the most. The formula was simple: find the largest available V8 engine, tune it, then insert it into the relatively compact W124series saloon. The name ‘Hammer’ says it all but, if you’re not aware of the significance, this was AMG’s fastest saloon car, which in this later 6.0-litre quad-cam form could hit a derestricted 190mph.
Out on the high-speed bowl, the nonchalant way in which this car sits at 100mph makes it clear that it was built for Autobahnstorming. It’s an old-school four-speed automatic, so pushing the (very) long-travel throttle doesn’t instantly pin you back into the Recaro seats, but keep your foot buried in carpet and the speed builds. And it keeps building at an alarming rate. What an awe-inspiring thing.
1937 320 n Combination Coupé This is one of only 19 shortwheelbase 320 n models built and it’s an incredibly beautiful car to sit in and experience. The elegance of the ‘Combination Coupé’ body continues inside, and the 3.2-litre straight-six provides a healthy 78bhp. You can ride the torque at low speed, and it happily pulls in second gear from all but a complete stop. The steering requires a surprising amount of effort while manoeuvring, but it communicates beautifully through the wood-rimmed steering wheel when up to cruising speed.
1961 300SL Roadster
Think of this as a Gullwing with more boulevard-cruising ability. Replacing the Gullwing in 1957, the Roadster offered improved accessibility thanks to deeper sill cut-outs and traditional doors. Sure, I miss the drama of the Gullwing, but I understand why losing the roof made this car considerably more desirable. One thing’s for certain: with no roof, the noise from that 3.0-litre fuel-injected straight-six is even more exhilarating.
1971 280SE 3.5 Convertible Of all the Mercs here, this is by far the greatest at wafting. It’s not particularly fast but, as the ultimate 3.5-litre V8 ‘tailfin’ model, it’s sublime. With the sun shining and the roof down, for a moment all seems right with the world. I guess that’s what makes this such an appealing cruiser.
V8-powered C111-II; 300SL Gullwing; 600 Pullman Limousine; CL65 AMG; AMG Hammer; 280SE 3.5 Convertible (back) and 300SL Roadster (fore); 320 n Combination Coupé – together these cars represent the sheer variety produced in Stuttgart during the last 80-odd years.
1981 230E
Dream drive? Up to this point, we’ve focused on the pricier and often much faster machinery to have left Stuttgart, but this delightfully humble 230E saloon represents what many would consider to be the high-point for Mercedes build quality.
There’s a good reason why so many W123s live on around the world, and that’s because they’re almost indestructible. Few cars get close to the W123’s feeling of solidity and, with little in the way of power or gadgets to distract, I can simply enjoy the cruise.
A big Mercedes is always a supremely relaxing companion – and this car proves that it doesn’t need to be the most powerful or expensive. 2019 Mercedes-AMG GT R This isn’t my first taste of the GT R, but I was looking forward to an on-track refresher. Outright speed isn’t what makes this hardcore two-seater remarkable: you’d expect such agility to come with unforgiving on-the-limit handling but, thanks to rear-wheel steering and a great balance, this is a very forgiving car. It encourages you to push the incredibly sticky Michelin Pilot Sport Cup 2 tyres closer to their limits without much of a second thought. Impressive, but a mere warm-up act compared to what follows…
2013 SLS AMG Black Series Wow, what a way to end the day. Not only does this complete my triple ‘gullwing’ set, but it also exceeds all my expectations: the Black Series lifts the SLS to legendary status. Its 6.2-litre V8 is a work of art, and blows the more modern turbocharged GT R into the weeds when it comes to drama. Thanks to uprated valvetrain, camshafts, revised intake and an 8000rpm redline, it produces a mighty 622bhp, up from the 563bhp of the standard SLS. Nothing short of a raceprepared GT3 engine comes close for aural entertainment.
That’s a valid comparison: the Black Series is right at home on the circuit. Sure, it’s big and heavy, but as speed rises, the happier it feels. I’m not about to approach its limits on this technical circuit but grip is seemingly endless and, although it’s incredibly firm, the adjustable dampers do a fantastic job of keeping the SLS tied down.
This is the closest thing to a GT3 racing car for the road that I’ve experienced.