When the Mercedes-Benz World facility opened in October 2006, it seemed to offer a unique combination of attractions that it looked likely would soon be copied by other manufacturers, but slightly surprisingly, that has not happened. There are three core elements here: an extensive showroom for the latest new and used Mercedes models, a display of classic and heritage models and a test track outside where you can try out some of the AMG models at speed both in the dry and the wet. An on-site café, a collection of racing simulators and a merchandising area complete the list of attractions, and best of all, it is free to enter. The showroom part changes pretty frequently, as new models come to market, and the heritage content is also changed quite often, as the displays comprise a mix of cars owned by Mercedes-Benz themselves and some that are privately owned and lent to the facility for show. So, it is always worth popping in. Despite my best intentions, whenever I am at the adjoining Brooklands museum site, I don’t always manage to do so, and when I do, as was the case on this occasion, it tends to be late in the day so there’s never enough time to do anything more than a whistle-stop tour. What follows in this report, therefore, focuses more on the heritage content than on the new stuff, but, let’s be honest, that’s going to be where the interest lies for more people, as the current Mercedes production cars are more like motorised technology fests rather than anything with appeal to the enthusiast or someone who values the impeccable engineering that once used to characterise the brand but which sadly no longer does. So, here’s a dose of some of the back catalogue of what made this marque what it is:

CLASSIC and HERITAGE MODELS

Seemingly a permanent part of the displays here, although it does move around the site a but is this, one of a number of replicas of the 1886 Patent MotorWagen. The Benz Patent-Motorwagen (“patent motorcar”), built in 1885 by the German Karl Benz, is widely regarded as the first practical modern automobile and was the first car put into production. It was patented and unveiled in 1886. The original cost of the vehicle in 1886 was 600 imperial German marks. After developing a successful gasoline-powered two-stroke piston engine in 1873, Benz focused on developing a motorized vehicle while maintaining a career as a designer and manufacturer of stationary engines and their associated parts. The Benz Patent-Motorwagen was a motor tricycle with a rear-mounted engine. The vehicle contained many new inventions. It was constructed of steel tubing with woodwork panels. The steel-spoked wheels and solid rubber tires were Benz’s own design. Steering was by way of a toothed rack that pivoted the unsprung front wheel. Fully elliptic springs were used at the back along with a beam axle and chain drive on both sides. A simple belt system served as a single-speed transmission, varying torque between an open disc and drive disc. The first Motorwagen used the Benz 954 cc single-cylinder four-stroke engine with trembler coil ignition. This new engine produced 500 watts (2⁄3 hp) at 250 rpm in the Patent-Motorwagen, although later tests by the University of Mannheim showed it to be capable of 0.9 bhp at 400 rpm. It was an extremely light engine for the time, weighing about 100 kg (220 lb). Although its open crankcase and drip oiling system would be alien to a modern mechanic, its use of a pushrod-operated poppet valve for exhaust would be quite familiar. A large horizontal flywheel stabilized the single-cylinder engine’s power output. An evaporative carburettor was controlled by a sleeve valve to regulate power and engine speed. The first model of the Motorwagen had not been built with a carburettor, rather a basin of fuel soaked fibres that supplied fuel to the cylinder by evaporation. The vehicle was awarded the German patent number 37435, for which Karl Benz applied on 29 January 1886. Following official procedures, the date of the application became the patent date for the invention once the patent was granted, which occurred in November of that year. Benz unveiled his invention to the public on 3 July 1886, on the Ringstrasse in Mannheim. For the first time Karl Benz publicly drove the car on July 3, 1886, in Mannheim at a top speed of 16 km/h (10 mph). Benz later made more models of the Motorwagen: model number 2 had 1.5 hp engine, and model number 3 had 1.5 kW (2 hp) engine, allowing the vehicle to reach a maximum speed of approximately 16 km/h (10 mph). The chassis was improved in 1887 with the introduction of wooden-spoke wheels, a fuel tank, and a manual leather shoe brake on the rear wheels. About 25 Patent-Motorwagen were built between 1886 and 1893. Bertha Benz, Karl’s wife, whose dowry was said to have made a portion of contribution to finance the development of the Patent-Motorwagen, was aware of the need for publicity. She took the Patent-Motorwagen No. 3 and drove it on the first long-distance internal combustion automobile road trip to demonstrate its feasibility. That trip occurred in early August 1888, when she took her sons Eugen and Richard, fifteen and fourteen years old, respectively, on a ride from Mannheim through Heidelberg, and Wiesloch, to her maternal hometown of Pforzheim. In Germany, a parade of antique automobiles celebrates this historic trip of Bertha Benz every two years. On February 25, 2008, the Bertha Benz Memorial Route, following the route of Benz’s journey, was officially approved as a Tourist or Scenic Route by the German authorities as a route of industrial heritage of mankind. The 194 km (121 mi) of signposted route leads from Mannheim via Heidelberg to Pforzheim (Black Forest) and back.

This is a 1907 Simplex 75PS Spider. Unveiled in late 1906, the Mercedes 75 PS was Daimler-Motoren-Gesellschaft’s first production car with a six-cylinder engine. Made up of three pairs of cast cylinders, its in-line powerplant had a displacement of 10.2 litres. The top Mercedes model from 1907 until 1911, it was available with various bodies. The two-seater Spider underlined the sporty looks of this high-performance automobile. In 1909, the name of the top-of-the-range model was changed to Mercedes 39/80 PS. This corresponded to the actual output of 59kW (80hp), and followed an agreement between German automotive manufacturers: the luxury tax on automobiles was introduced on July 1, 1906 with the intention of enabling prospective buyers to identify the tax category, which was based on engine size, by the model designation. For four-stroke engines, one ‘tax PS (hp)’ corresponded to a displacement of 261.8cc, meaning the 10.2-litre engine had 39 tax hp. In 1911, DMG reverted to the four-cylinder engine, including in the top segment, with the Mercedes 37/90 PS. It was not until 1914 that another Mercedes six-cylinder model, the 28/95 PS, made its debut.

The Mercedes-Benz 190E EVO 2 DTM (W201) is a racing version of the Mercedes 190E, a rear-wheel drive four-door sedan designed by Mercedes-Benz. In Automobilista 2, it competes in the German Group A class. The 190E (W201) was equipped with a 5-link rear suspension subsequently used in E and C-class models, front and rear anti-roll bars, anti-dive and anti-squat geometry, as well as ABS brakes. It also made extensive use of light-weight high-strength steel. In addition to the advanced suspension and features already available on the regular models, several modifications were done to make the 190E competitive in DTM. An obvious modification to the Evo II was the radical body kit (designed by Prof. Richard Eppler from the University of Stuttgart) with a large adjustable rear wing, rear window spoiler, and Evolution II 17-inch alloy wheels. The kit served an aerodynamic purpose—it was wind tunnel tested to reduce drag to 0.29, while at the same time increasing downforce. The 2.5 L 16-valve engine was produced by Cosworth and ran a Bosch Motronic ECU which was the pinnacle of technology at the time. Combined with an improved ignition system, the weight reduction of internal engine components and variable cam control on both the inlet and exhaust allowed the team to take the engine from 235 hp to around 360 hp. Revs also went up from 7,500 rpm to 10,000 rpm contributing to the top-end power, and the intake system uses a slide throttle setup in place of a butterfly valve as well as being bench adjusted between rounds to suit track layouts.

First Mercedes that we think of as the S Class was the W116, which was launched in 1972. Development began in 1966, which was only a year after the launch of the W108/09. This was the first Mercedes saloon to feature the brand new corporate styling theme which was to be continued until 1993 when the 190 was discontinued. The design, finalised in December 1969 was a dramatic leap forward, with more masculine lines that combined to create an elegant and sporty character. The basic design concept carried through the themes originally introduced on the R107 SL-Class roadster, especially the front and rear lights. As for the SL, the W116 received the ridged lamp covers which kept dirt accumulation at bay; this was to remain a Mercedes-Benz design theme into the 21st century. The W116 was Friedrich Geiger’s last design for Mercedes-Benz; his career had started with the Mercedes-Benz 500K in 1933. The car was presented in September 1972. The model range initially included two versions of the M110 straight-six with 2746 cc — the 280 S (using a Solex carburetor) and the 280 SE (using Bosch D-Jetronic injection), plus the 350 SE, powered by the M116 engine (V8 with 3499). After the 1973 Fuel Crisis, a long-wheelbase version of the 280 was added to the lineup. Six month later, two new models powered by the M117 engine (V8 with 4520 cc) were added to the range—the 450 SE and the 450 SEL (with a 100 mm longer body). The 450 had 225 PS in most markets, federalised cars offered 190 hp while Swedish market cars had an EGR-valve and 200 PS until 1976. The 450s received a plusher interior as well, with velour or leather seats rather than the checkered cloth of the lesser models. The door insides were also of a different design, being pulled up around the windows. The most notable W116 was the high-performance, limited-production 450 SEL 6.9, which was introduced in 1975. This model boasted by far the largest engine installed in a post-war Mercedes-Benz (and any non-American production automobile) up to that time, and also featured self-levelling hydropneumatic suspension. The 450 SE was named the European Car of the Year in 1974, even though the W116 range was first introduced at the Paris Motor Show in the autumn 1972.. The W116 range became the first production car to use an electronic four-wheel multi-channel anti-lock braking system (ABS) from Bosch as an option from 1978 on. Production reached 473,035 units. The W116 was succeeded by the W126 S-Class in 1979. Seen here was a rare example of the top of the range 6.9 model.

Also here was a W126-generation S Class. This premiered in September 1979 at the Frankfurt IAA Show, with sales starting in Europe in March 1980 and October 1980 for the UK. Following the debut of the 1970s generation W116 (which also included the limited-production Mercedes-Benz 450 SEL 6.9), Mercedes-Benz began plans for the next-generation S-Class model in October 1973. Codenamed “project W126,” the project aimed to provide an improved ride, better handling, and improved fuel efficiency, to help retain the model’s marketing position. Mercedes-Benz made fuel efficiency a goal (named “Energy Program”), in the large V8 engined versions of the S-Class. The W126 design team, led by Mercedes-Benz’s Bruno Sacco, sought to produce a car that was more aerodynamic than the previous model. The application of lighter materials and alloys combined with thorough wind tunnel testing to reduce overall drag meant the car consumed about 10% less fuel than its predecessor. The W126 featured the first seatbelt pretensioners. After six years of development, the W126 was introduced at the Internationale Automobil-Ausstellung (International Motor Show, or IAA) in Frankfurt on September 1979. The initial rsnge featured seven models in standard (S S-KLasse-Vergaser, SE S-Klasse-Einspritzmotor, SD S-Klasse-Diesel) and long (SEL, SDL) wheelbase sedan body styles: the 280 S/SE/SEL, 380 SE/SEL, 500 SE/SEL and 300 SD. The long-wheelbase (SEL) variants were internally codenamed V126. In 1981, the coupé version C126 (SEC, acronym for S-Klasse-Einspritzmotor-Coupé) of the W126 S-Class premiered at the IAA with the 500 SEC model. In 1981, Wheels Magazine selected the W126 model 380 SE as its Car of the Year. Although the top of range Mercedes-Benz 450 SEL 6.9 of the previous generation was not directly replaced, the W126 carried forward the hydropneumatic suspension of the 6.9 as an option on the 500 SEL and later on 420 SEL and 560 SEL models. Four years after the introduction of the fuel-efficiency “Energieskonzept” (Energy Concept) in 1981, the model range was extensively revised. In September 1985, again at the IAA in Frankfurt, the revised model range was introduced. Apart from visual changes to the bumpers, side covers and larger 15-inch wheels with a new design on the hubcaps and alloys (optional), there where technical upgrades as well as revised engines available. A new generation of inline-six petrol and diesel engines and new 4.2- and 5.5-litre V8s were added, and other engines were revised. The W126 generation was replaced by the W140 in 1991. Over the twelve years,1979-1991, W126 S-Class production reached 892,123 — including 818,063 sedans and 74,060 coupés.

This is a replica of the W196 streamliner. One of the most dominant cars to have ever raced at the pinnacle of motorsport, the Mercedes-Benz W196 drove its competitors to despair during the 1954 and 1955 Formula 1 seasons in which it was entered, capturing the only two World Championships in which it competed. Mercedes had been absent in Grand Prix racing for twenty years, but a combination of new Formula 1 regulations and a thriving economic turnaround in Germany allowed the Silver Arrows to compete once again. Expectations were high; in the past the Mercedes-Benz racing cars were not only the fastest, but also the most technologically advanced; a showcase of the company’s advanced technical capabilities. The W196 did not disappoint. Considering the relatively small displacement of 2.5 litres, the team of engineers, headed by Fritz Nallinger and Rudolf Uhlenhautand, chose a surprising and different format for the long straight eight engine, though this risk soon yielded astonishing results. The W196 was the first Formula 1 car to use desmodromic valves to allow the significantly smaller engine to rev higher, as well as the first to use a Bosch-developed fuel injection system, which had already been successfully used on the 300SL racing cars. Adapted from the DB 601 high-performance V12 used on the Messerschmitt Bf 109E fighter, the novel fuel injection system allowed for 257 brake horsepower at the time of its debut, rising to 290 bhp at an impressive 8500 rpm after a year of on-track development. Also carried over from the 300SL was the space-frame chassis, which featured an entirely new approach to chassis building, combining light weight with exceptional rigidity. Sparing no expense, the engineers developed a variety of track specific versions of the W196 with three wheelbases and two interchangeable body styles: the ‘Type Monza’ low-drag streamliner body, designed for high-speed circuits, and the more open-wheel configuration, for the more technical, twisty circuits. Still busy developing the cars, Mercedes missed the first three races of the 1954 season; the belated debut came at the French Grand Prix in Reims, where the streamlined body was immediately right at home. Racing manager Alfred Neubauer hired the – initially reluctant – superstar Juan Manuel Fangio to partner the German duo of Hans Herrmann and Karl Kling, and it was instantly obvious that the German marque’s approach was too much for the Italian and British specialist manufacturers to match. Fangio helped Mercedes to continue a debut-winning tradition by piloting the W196 to a debut victory, a few metres ahead of Kling, whilst Herrmann posted the fastest lap. The open-wheel variant of the W196 debuted two races later in the team’s home Grand Prix at the Nürburgring, after a tougher race at Silverstone. Fangio again was victorious, and would go on to dominate three races in a row, winning at the Swiss and Italian Grands Prix as well. In a relatively poor showing in the final race in Spain, the Argentinian claimed a podium as he finished the season as the World Champion. While Fangio started the season at Alfa Romeo, winning two races with the Italians, his points tally with the W196 alone would have been enough to win him the World Championship title. For 1955, Fangio was joined by a new team-mate, the up-and-coming Stirling Moss, creating a virtually invincible pairing. The Argentine driver started the season on a high by winning his home Grand Prix in soaring temperatures that exhausted most of his opponents. The W196’s lowest moment followed, as it failed to score a single point at Monaco: all three of the entered cars were hampered by reliability problems. Despite the horrifying 1955 Le Mans disaster shortening the Formula 1 season, the W196 completely dominated the remaining four races, finishing first and second in Belgium (Fangio-Moss), the Netherlands (Fangio-Moss) and Italy (Fangio-Taruffi), whilst at the penultimate race in Great Britain, the Mercedes team took a remarkable 1-2-3-4, Moss claiming his first Grand Prix victory ahead of Fangio, Kling and Piero Taruffi. Needless to say, Fangio was crowned champion again with Moss a distant second. Shaken by the Le Mans accident, Mercedes-Benz left Grand Prix racing at the end of the season for the third time in their history, retiring their almost invincible car after racing for just one year and two months. Overall, the versatile W196’s track record was impressive indeed: nine victories, eight pole positions and nine fastest laps in the twelve Grand Prix races in which it was entered, and, of course, Fangio’s world titles in 1954 and 1955. It is widely agreed that the only reason the W196 did not win more titles is that the Manufacturers’ Championship was not introduced until 1958. The W196 Streamliner raced to victory by the legendary Juan Manuel Fangio during a gruelling French Grand Prix at Reims on the 4th of July 1954. The race was the W196’s first competitive foray and Mercedes’ first Grand Prix race for twenty years. It was a dominant return as Fangio set the pace averaging 124 mph (200 km/h) during his practice lap. The Argentine and his teammate Karl Kling led the race from the start, driving almost side by side until the end, with their rivals unable to keep pace. With one lap to go, Mercedes finally ordered the duelling drivers to stop their fight to ensure both cars reached the end, Fangio eventually edging out Kling by just 0.1 seconds. It was a historical win for many reasons: it was Mercedes’ and tyre supplier Continental’s first official Formula 1 victory, and the first official race win to be achieved by a non-Italian constructor. Having also emerged victorious at the 1954 and 1955 Italian Grands Prix, the W196 Streamliner remains the only closed wheel car to win a race in Formula 1 history.

One of the most impressive displays is this, an exploded F1 car, more precisely a 2010 W01. It’s been here for several years and it’s not hard to imagine why. Not only is it fascinating to look at, you can only guess how long it must have taken to set the display up!

As I found on previous visits, there are a number of Formula 1 cars here which all feature Mercedes engines, not all of which were known as a Mercedes at the time when they were competing.

McLaren MP4/12: The McLaren MP4/12 was the Formula One car with which the McLaren team competed in the 1997 Formula One World Championship. The chassis was designed by Steve Nichols, Neil Oatley and Henri Durand with Mario Illien designing the bespoke Ilmor-Mercedes engine. It was driven by Mika Häkkinen and David Coulthard. Externally, the car was a more streamlined and refined evolution of the previous year’s MP4/11. The engines were supplied by Mercedes-Benz for the third year of the Anglo-German alliance. During the season, F1 Racing photographer Darren Heath noticed that the rear brakes of the McLarens were glowing red in an acceleration zone of the track. The magazine discovered through photos of the inside of the cockpit, that McLaren had installed a second brake pedal, selectable by the driver to act on one of the rear wheels. This allowed the driver to eliminate understeer and reduce wheelspin when exiting slow corners, dubbed “brake steer”. Ferrari’s protestations to the FIA led to the system being banned the following season at the 1998 Brazilian Grand Prix. McLaren later designed a road car that shared a similar designation to the MP4/12: the McLaren MP4-12C, which also featured the “brake steer” system. The car proved extremely promising and could have won at least seven races during the course of the season, but reliability proved troublesome, in particular that of the engine. The FO110E engine was replaced with the FO110F engine from the French Grand Prix, but the trouble happened frequently to either engine. This proved frustrating, especially after Coulthard won the first race of the season in Australia, McLaren’s first win since losing Ayrton Senna and also Mercedes’ first F1 win since the 1955 Italian Grand Prix. The situation was exacerbated by Häkkinen retiring from three further races whilst in the lead – all from engine failures – including at the Nürburgring, where the team lost a comfortable one-two finish when both cars retired with identical failures within a lap of each other. Coulthard also lost a certain victory – at Montreal, with a clutch problem after a precautionary pitstop just a few laps before the race prematurely ended. However, Coulthard did manage to win again at Monza. The team finally claimed the reward of a one-two finish at the season finale after the collision between Michael Schumacher and Jacques Villeneuve, although it was a contentious finish with many nodding to the fact that Patrick Head of Williams and Ron Dennis of McLaren had negotiations where Villeneuve would give up the lead if the McLarens made sure to steer clear from the troubled Williams. Regardless, this was Häkkinen’s first win in F1 and was much celebrated by the F1 world which had been tipping him to win since he first out-qualified Senna in Portugal 1993. The win set him up with a good base to start his 1998 campaign, which he was able to win after a season-long battle with Michael Schumacher. The team eventually finished fourth in the Constructors’ Championship, with 63 points. During the pre-season test, the cars were painted in traditional papaya orange interim livery before switching into a new striking black and light silver livery was launched to celebrate the team’s new title sponsorship deal with West, replacing the red and white Marlboro livery that has been used since 1974. McLaren used the West logos, except at the French, British and German Grands Prix; where they were replaced with a “double stars” logo.

Williams FW37: The Williams FW37 is a Formula One racing car designed by Williams Grand Prix Engineering which Williams Martini Racing used to compete in the 2015 Formula One season. It was driven by Valtteri Bottas and Felipe Massa. It proved to be competitive, with both drivers scoring 4 podiums, and finishing the 2015 season in 3rd. The car was launched on 1 February 2015. Williams were first in presenting their 2015 car, releasing a computer rendering on 21 January 2015. The peculiar ‘anteater’ nose design of the 2014 car was dropped in favour of a lower and shorter one. A reasonably competitive car that finished in the points at almost every race, it ultimately helped the team secure its second consecutive third-place finish with 257 points in the Constructors’ Championship. The team achieved 4 podium finishes, two each for both Massa and Bottas. The team proved arguably less competitive late in the season as they shifted development towards the 2016 car relatively early. The car though was still highly competitive, it did not score as many points as its predecessor and was overshadowed by Mercedes and a resurgent Scuderia Ferrari. The Williams team retained the Martini alcohol brand as their main sponsor, thereby keeping the car in the traditional Martini Racing colours. Alcohol laws meant Williams could not use their red Martini stripes in Abu Dhabi, instead using a blue livery.

EQ Silver Arrow 01: The Mercedes-Benz EQ Silver Arrow 01 was the competitor for the maiden season of the Mercedes-Benz EQ Formula E Team in 2019/20 (Season 6) of the FIA Formula E Championship. The Silver Arrow 01 was piloted by Stoffel Vandoorne and Nyck de Vries. Unveiled in September 2019, the Mercedes-Benz EQ Silver Arrow 01 featured the distinct metallic silver of all Mercedes-Benz race cars. Prior to the season resuming after the COVID-19 pandemic, Mercedes brought back and updated with a special all-black base livery to join the call for diversity and stand against racism and all forms of discrimination. The drivers also wore black racing overalls. Just like all Formula E race cars, the Silver Arrow 01 features a 56-kWh battery supplied by McLaren Applied Technologies pushed to 250 kw (or 335bhp). The car could accelerate from 0-62 mph (0-100 km/h) in just 2.8 seconds, with a potential top speed of 174 mph (280 km/h). The Silver Arrow 01’s competitive race debut came at the Diriyah ePrix double race weekend. The duo started well, Vandoorne qualifying on the front row with De Vries just behind him in third. It was an eventful first race and Vandoorne still held onto a podium step with third whilst De Vries claimed sixth position, marking an impressive first race in the sport for the team. Despite a challenging qualifying for the second race, Vandoorne still managed to convert twelfth into another third position, whilst De Vries was unable to score any points. A strong performance followed in Santiago, Chile, during race two, De Vries leading a 5-6 finish after the duo qualified eighth and ninth. The third and fourth races in Mexico City and Marrakesh were disappointing for the team after the initial performances: neither driver was classified in Mexico, whilst both cars finished outside the top ten in Marrakesh, despite promising qualifying sessions from De Vries in both locations. Less than two weeks later, the season was suspended in response to the ongoing Covid-19 pandemic. The season resumed and concluded in August, with six races in nine days at the Tempelhof Airport Street Circuit in Berlin. The first race saw the team return to form, De Vries leading a 4-6 finish. Vandoorne followed this up with a fifth place in race two, though De Vries had to retire the car after yet another strong qualifying session. Race three saw neither driver score points after Vandoorne suffered a puncture and De Vries was punished after causing a collision. The latter redeemed himself in race four, scoring a fourth position after qualifying fifth. Vandoorne scored two points in the fifth race, coming from eighteenth on the grid to finish ninth. The team’s finest moment of the season, came in the final race: a 1-2 finish on the more technical extended circuit layout. This was a maiden Formula E victory for Vandoorne, after earning pole position, whilst De Vries earned his first Formula E podium after qualifying fourth. Vandoorne’s consistency led him to finishing the season ranking second in the Drivers’ Championship with 87 points, while Mercedes finished third in the Teams’ Championship, an impressive debut in a new kind of motorsport. De Vries finished eleventh with 60 points in total.

Mercedes, or more specifically, AMG have long supported Formula 1 and other race activities with the provision of safety cars, going back over 25 years, starting with a C36 AMG and there were a couple of different examples of the models that have been used for this purpose, the CLK55 AMG Coupe that was used from 2003 and the slightly later E55 Estate.

Mercedes-Benz surprised the rally world in 1977 with the announcement of the 450 SLC. Buoyed by its success on the 1977 London-Sydney Marathon, when a 280E driven by Andrew Cowan, Colin Malkin and Mike Broad won the gruelling 19,000-mile endurance rally, Mercedes-Benz turned to an unlikely car for its next challenge. Erich Waxenberger, the engineer who headed the works team had every reason to feel confident; four 280E saloons finished first, second, sixth and eighth in Australia. Unveiled at the 1971 Paris Motor Show, the Mercedes-Benz SLC with its coupé configuration was identical to the R107-generation SL roadster from the front end to the windscreen, but both longer and taller. The additional 360mm of length allowed Mercedes-Benz to fit a pair of seats in the back, while the increased rigidity made the SLC more stable than the topless SL. Improved credentials for motorsport, but not the first car you’d turn to for racing on the world’s unpaved roads, especially when you consider the fitment of a three-speed automatic transmission. Waxenberger begged to differ, which is why he sent four 450 SLC 5.0s and a pair of 280Es into battle on the 1978 Vuelta à la América del Sud rally. After 28,592km of driving on some of South America’s most gruelling roads, Cowan and Malkin were crowned winners again, this time in a 450 SLC. The other Mercedes-Benz works cars finished second, third, fourth (with Timo Mäkinen and Jean Todt onboard), sixth and ninth, with a non-works 280E coming home in tenth position. Further success followed on the 1979 Rallye Bandama Côte d’Ivoire, with a 450 SLC driven by Hannu Mikkola finishing top of the podium and Mercedes-Benz occupying the first four places. As Martin Buckley points out in his profile of the least likely rally car, the one-two-three-four “has to be set in the context of the unheard-of resources the Germans threw at the event: 500 spare tyres and 35 support vehicles, including planes and even helicopters”. Cowan spoke about the resources on the 1980 Rally of New Zealand, saying: “At one point we got stones between the rear wheels and the discs, and they just wiped the brake callipers off. With no brakes and an automatic transmission, that car was not easy to drive. We radioed up and Waxenberger told us to keep going. We got off the stage and drove slowly – when to our amazement, we saw this helicopter ahead of us, and beneath it hung a complete rear suspension – differential, shafts, brakes, wishbones and sub-frame. They landed and in 20 minutes we were off again with the car like new.” By then, the 450 SLC had evolved into the 500 SLC, with the output of the M117 5-litre V8 increased from 240bhp to 329bhp and the fitment of a four-speed auto. Mercedes-Benz finished a creditable fourth out of 16 manufacturers in the championship, including an impressive one-two on the 1980 Rallye Bandama Côte d’Ivoire. There were plans to replace the SLC with a 500 SL, with Mercedes-Benz recruiting Walter Röhrl for the 1981 season, but this came to nothing. Which leaves the 450/500 SLC to cement its reputation as one of the world’s best endurance rally cars. The caveats are the considerable backing from Mercedes-Benz and the car’s less-than-stellar performances on shorter rallies, but the SLC’s robustness and ability to withstand significant punishment should not be underestimated. Just seven of the 19 SLCs built for rallying were badged 450 SLC 5.0, so opportunities to experience this unlikely slice of Mercedes-Benz motorsport history don’t come along that often.

Complementing the 190E Evo seen in the entrance foyer was this later W202 generation C class DTM car from 2004. Following a decade of using Group A regulations, the Deutsche Tourenwagen Meisterschaft (DTM) adopted the much more liberal ‘FIA Class 1’ rules at the start of the 1993 season. Reigning champions Mercedes-Benz opted to field an updated version of the tried and trusted 190 E. They were faced with series new-comers, Alfa Romeo, who entered the hugely sophisticated 155 V6 TI, which had been designed specifically for the new regulations from the ground up. While the ageing Mercedes-Benz put up a formidable fight, the raw pace of the new 155 gave Nicola Larini and Alfa Romeo the driver’s and manufacturer’s championships respectively. Mercedes-Benz and its competition subsidiary AMG did not take this defeat on home soil lightly and for the next DTM season developed a brand new car. This was based on the recently introduced ‘W202’ C-Class sedan. Carried over from the production road car was the unitary steel shell but with the section ahead of the cockpit cut off. This was replaced by a bespoke subframe that housed the engine and double wishbone front suspension with pull-rod actuated springs and dampers. The rear suspension was of a multi-link design and also used pull-rods to actuate the springs and dampers. Among the many high-tech features allowed in FIA Class 1 were ABS for the ventilated discs and traction control. Replacing the four cylinder engine used during the previous seasons was a brand-new V6 with a displacement of just under 2.5 litre. Very loosely based on the 4.2 litre V8 used in the E 420 and S 420 models, the new engine used a V-angle of 90 degrees. Equipped with twin overhead camshafts and four valves per cylinder, the compact unit nevertheless only weighed 110 kg due to extensive use of alloys. Producing around 400 bhp, it was mated to a six-speed sequential gearbox that was fitted at the rear of the car to improve the weight balance. Whereas the Alfa Romeo featured four driven wheels, Mercedes-Benz was restricted to rear-wheel drive for their new DTM racer as none of the road-going C-Class models used all-wheel drive. One of the other areas, in addition to the electronics, that the FIA Class 1 left more room to work with than Group A was aerodynamics. The only restriction was that all aerodynamic devices, except for the rear wing, were fitted lower than the top of the wheel hubs. This resulted in elaborate bumpers and side skirts but also gave the cars a relatively ‘stock’ appearance. The DTM racer nevertheless shared no panels with the road-going C-Class as weight saving dictated that all body parts were made from carbon-fibre. The aforementioned rear wing consisted of two horizontal elements and was mounted on the rear deck. Mercedes-Benz fielded six examples of the C-Class DTM in 1994 for a hugely talented set of drivers that included 1992 champion Klaus Ludwig and also the season’s only female competitor, Ellen Lohr. Although Opel also fielded a Class 1 Calibra, the victories this year would be divided between the Alfas and Mercedes. Kurt Thiim took the C-Class’ first win in the third of twenty rounds but the fight would remain close throughout the season. Although Alfa Romeos would claim eleven victories against Mercedes’ nine, it was a very consistent run from Ludwig that saw him clinch his second DTM title for Mercedes-Benz. The hugely sophisticated machines and exciting races in 1994 had caught the world’s eye and for 1995 six international rounds (ITCS or International Touring Car Series) were added to the roster, each featuring two races. The DTM championship also consisted of six rounds of two races. Both Mercedes-Benz and Alfa Romeo continued development and on the C-Class the changes included a 440 bhp variant of the V6 and a paddle-operated gearbox. Alfa Romeo had gone a step too far with electronics and suffered from poor reliability throughout the season. This allowed a very dominant Bernd Schneider to comfortably win both the DTM and ITCS titles. For 1996 the two championships were combined into the ITC with the FIA claiming a prominent role and also a stake from the lucrative TV contracts. By now the lovely little V6 engine developed by AMG produced a staggering 500 bhp but the rivals also had not ceased working. Particularly Opel had stepped up and Manuel Reuter immediately made his mark by claiming the Calibra’s first ever DTM victory in the opening round of the season. It would turn out to be the most competitive year run under the Class 1 regulations with each of the three manufacturers claiming multiple victories. Defending champion Schneider won four of the twenty-six races but he was nevertheless just beaten by Reuter, despite having won just three races. Despite the hugely exciting season, the manufacturers were far from happy, particularly with the way the series was run by the FIA. Perhaps considered a threat to Formula 1 by the sport’s governing body, little was done to promote the championship. This gave the manufacturers relatively little return on their huge investment. Both Alfa Romeo and Opel had had enough and withdrew, effectively ending the brief spell of the most sophisticated touring cars had ever seen. The C-Class DTM dominated the better part of two seasons and took three of the five titles up for grasps in those four seasons. In 2000 the DTM series was reinstated and his since thrived free from FIA control and with Mercedes-Benz as one of the dominant teams.

CURRENT MODELS

No-one could accuse Mercedes of failing to adopt a family to their current designs. Indeed, you could argue that they have been so successful in so doing that it is very hard to tell individual models apart. Case in point comes with the pair of new cars that are in the foyer area, which are the all-electric EQE and EQS SUVs. You really do need to study them quite carefully to tell them apart.

There are fewer challenges in identifying the models at the bottom of the range, the five-door hatchback A Class and the related CLA family of compact saloon and Sport Brake estate models. The former sells well, largely based on the strength of the badge and aggressive finance deals, but having driven one, I do have to wonder if people bother to test alternatives or whether they simply don’t care that this is far from being a class-leader. And as to the CLA, well this is as disappointing in second generation as it was in the first with particularly poor packaging meaning it is hard very hard to get in the back and particularly devoid of space once you do get installed. Add in some gruff engines and a glitzy and chintzy interior that might look OK in pictures but which is very dubious quality and this is also a model which is hard to recommend.

The top floor of the facility is dedicated to AMG-badged models, and most prominent among the displays here were the new SL. All versions of the latest in a long line of cars with this iconic badge are AMGs these days, even if the entry level car, the SL43 is powered by a four cylinder engine.

Joining the SL models was an example of the top of the range GT.

Also here was the ever popular G Wagen. One these became more of a fashion statement that the utility vehicle that was initially conceived, the costliest versions sell in the greatest quantities, as any visit to the West End will testify!

There was not much time to take a closer look at the array of other cars that were to be found on the other floors of the facility, but I did grab a few photos.

Parked up outside were a number of the current family of Smart models, the rather awkwardly titled Smart #1 and #3. Completely unlike their forebears, these all-electric models are much larger than what when before and are now just relatively anonymous “could be anything” family sized cars. The #1 has been on sale for many months but I don’t think I’ve seen a single one out of the roads, which either means they are not selling, or they are just so indistinguishable from all the other small SUVs that infest the market at present.

Also in evidence was this rarely seen Mercedes Maybach S600 from the W222 generation. In 2015, Mercedes brought back the Maybach name as a sub-brand of the Mercedes lineup. The first model produced was the Mercedes-Maybach S-Class, designed to compete against the Bentley Mulsanne and Rolls-Royce Phantom VIII. At 5,453 mm (214.7 in) long with a wheelbase of 3,365 mm (132.5 in), the new model was approximately 20 cm (7.9 in) greater in both dimensions compared to the long-wheelbase S-Class models. The Mercedes-Maybach was available in S 500 and S 600 models (the US received Mercedes-Maybach S 550 4MATIC and S 600 models, with the S 550 having the same 4.7L engine as the S 500 Mercedes-Maybach elsewhere), with 4MATIC optional with the V8 engine and V12 for the latter. Mercedes also claims that the S Class is the world’s quietest production car. The basic car has colour options and the option of rear bench seats or 2 reclining rear seats. Options include air-conditioned, heated and massaging seats; heated armrests; a system to pump agarwood scented ionised air around the cabin; First class suite for the rear cabin and a 24-speaker, 1,540 watt Burmester High-End 3D surround sound system. Assembly of the Maybach S 500 started in Pune, India in September 2015 and it is the second country to produce a Maybach. In 2017, the facelift S 600 was discontinued, while the S 650 was introduced (with the engine of the former S 65 AMG). The Mercedes-Maybach S 600 and S 650 were also available in a Pullman version, a chauffeur-driven sedan that includes a partition-separated rear passenger compartment with two sets of paired-facing seats. This version is equipped with the V12 dual-turbocharger gasoline engine, the seven-speed automatic transmission, and rear-wheel drive. The same vehicle is additionally available as an armoured version, known as the Pullman Guard.

AND FINALLY….

No, not a Mercedes, or even anything connected with the company, but simply a rarity that was spotted in the car park, and hence worth a couple of photos.  This is a Proton Savvy, never that common a car when new and decidedly rare these days. Following Proton’s decision to discontinue the Citroën AX based Tiara in 2000, a replacement model was required in order for Proton to reenter the supermini market. The replacement, originally codenamed the Tiara Replacement Model (TRM), was partially designed in house by Proton, but is powered by a Renault D-Type engine. The Savvy was launched in June 2005 in Malaysia as a manual transmission only model, followed by the introduction of an automated manual transmission (AMT) model in November 2005. Export models of the Savvy were introduced to the United Kingdom in September 2005. The Savvy was also among two models (alongside the Proton Gen-2) the now-defunct MG Rover was seeking to rebadge when it entered talks with Proton’s parent company during 2004. In March 2006, Proton introduced a “Savvy Zerokit” variant developed in conjunction with the Proton’s motorsports division, R3 (Race Rally Research), that included an all round bodykit and rear spoiler made from fibre-reinforced plastic, and 15-inch (380 mm) JRD 155 wheels. Additional options included “dark titanium” headlights, performance suspension and a performance rear exhaust muffler that increased the power output up by 4 hp to 78 hp. On 3 January 2007, Proton launched the Savvy facelift in left-hand drive in Taiwan. It featured an infotainment system with an integrated LCD, DVD video and audio playing capabilities. Two weeks later on 19 January, Proton launched the Savvy facelift in Malaysia. It added two more colours — Energy Orange and Genetic Silver. The front and rear of the pre-facelift models look similar in that both have a “V” design for the logo, whereas the facelift models feature a straight horizontal grille in the front and two horizontal lines in the rear. In July 2007, Proton announced a basic variant called Savvy Lite, of which this model has more manually controlled mechanical parts and without “expensive” features such as remote control, power windows and alarm system. The second generation Proton Saga, launched in January 2008, based its chassis on that of the Savvy, albeit elongated to support sedan bodywork.  The Savvy is also notable for being the first Proton car to undergo a publicly announced recall. On April 1, 2008, Proton Edar ordered the recall of all 34,000 Savvys on Malaysian roads (of which their production dates were before December 17, 2007) for an inspection and replacement of the rear wheel bearings, based on a parts defect found during random checks. The announcement was a precautionary measure over potential water ingress into the Savvy’s rear wheel bearing set, causing malfunction of its components. Unlike the Tiara, the Savvy’s exterior design was largely developed in-house by Proton, prominently featuring a clamshell bonnet design. The Savvy is powered by a 1.2 litre D-Type SOHC 16 valve engine sourced from Renault, similar to the one used in the Renault Clio and Twingo. The reverse gear for the manual transmission model is placed at the top left which is the position of a normal first gear position for conventional manual transmission cars. A locking mechanism is equipped to prevent the driver from accidentally shifting to reverse when shifting to the first gear, which can be unlocked by pulling up the black ring at the gear knob while shifting to reverse. This is a similar mechanism in many European cars, including Volvo and Renault cars from the mid-1990s. The Savvy, along with other in house designed Protons such as the Gen-2, Persona, Satria Neo, Waja, Waja Chancellor, and second-generation Saga, feature turn indicator switches placed at the left-hand side, unlike models introduced earlier, such as the first generation Saga, Wira and Perdana. The Savvy was exported to Australia, United Kingdom, Singapore, South Africa, Thailand, Taiwan, and Indonesia. In 2011, production of the Savvy was stopped and the car was discontinued due to very slow sales compared to the Perodua Myvi.

To be honest, the current Mercedes range has little appeal, so spending most of my day at the event at the Brooklands museum and then dropping in here for a short visit concentrating on the historic cars on displays was probably the right decision. Even so, I am glad I did pop in as there was enough of interest for me to feel slightly frustrated when the staff very nicely pointed out that it was past 6pm and they needed everyone to leave as they were closing the facility. Certainly, you could easily spend a lot longer in here than the hour I had, and indeed one day I may just do that again.