A sober brochure for a distinctly sober car – the 1982 Mercedes-Benz 190-series.
Daimler-Benz were not in the business of hyperbole when they presented the W201-series in 1982. Instead, they were offering a purity of an entirely different order. “The new Mercedes models will set the standards for the engineering and the styling of compact cars for years to come”, they said. Prescient words. The 190 was a benchmark car, arguably the apogee of a once-dominant, now deceased engineering-led Swabian modus. Continue reading “Theme: Brochures – Twinkle, Twinkle, Little Star…”
The general consensus amongst the great and good of the Driven to Write community appears to be that Mercedes’ current crop of rear wheel drive saloons, if not exactly a triumphant return to form, are at least broadly acceptable. But never mind us and our vain masthead slogan, the sheer ubiquity of the current W205 C-Class model eloquently testifies to the broader market’s giddy endorsement. However, on this matter I continue to stand unmoved; arms metaphorically folded in petulant refusal. Continue reading “Base Metal”
Mercedes-Benz’s recent Aesthetics A concept appears to signal a new dimension in Sensual Purity®. Is this the end of the Line? We hold our noses and investigate.
For some time now we’ve been pretty unequivocal as regards our impressions of Mercedes-Benz’s latter-day form language. Because, at the risk of labouring the point, it’s been pretty dismal. But for those of us who bewail the three pointed star’s descent from its automotive Mount Olympus, is salvation at hand? Continue reading “Aesthetics A – Visibly Reduces the Appearance of Lines”
Fewer are the classic cars of Dublin. While I saw no Volvo 240s, no W-123 Mercedes and only one Saab 900, I saw several of these things:
One parked up right in front of me as I tried to decide upon my New Year resolutions. The vehicle served as family car: two bulky child seats occupied a heck of a lot of room in the back, defeating the car’s space.
I took a chance to look over the car in detail when the owner had popped off to do some shopping. I noticed the odd way the gutter is handled. Like the W123 it’s actually quite complex and non-intuitive. It is as if they had never seen one of these before and did it as they saw fit. Two chrome edges run up the A-pillar and before they join and head backwards the chrome makes a detour or step. I don’t know why this was done. Also, the body-coloured panel between the two chrome edges is not the body but part of the window and a-pillar garnish.
It reminds me of the conventions of 18th century clothing in that I don’t really know what drove them.
I hope there is a central committee of car journalists who can hand down a decree or decision to use the term ‘prestige’ more selectively in future.
Among the best-selling cars in the UK we find the Audi A3 and Mercedes C-class. Admittedly they are at nine and ten yet they are exactly as mainstream or volume as Vauxhalls, Fords and VWs. All the usual suspects, the ones called ‘mainstream’ linger somewhere below this. The committee for car journalism terms needs to redefine the word prestige so as prevent anyone imagining that the C-Class is more prestigious and exclusive than the equivalent vehicles it comfortably outsells these days. I suggest Ford and Opel add 33% to their large car’s prices and advertise this point. Also, try only building to order and interview prospective buyers to see if they are the right people for such cars.
The relevant facts are these: the Nissan NP300/Navara and Renault Alaskan will be pinned under using the same underpinnings. The X-class is not a concept though they talk about it as if it is and as if it’s not. It might not be sold in N. America. Apart from South Africa it won’t be sold in Africa. And not Japan either. Or. Continue reading ““A Tangible Experience of Modern Beauty””
There may be more famous examples of car casting – yet no other automobile has ever played as poignant a role, in the real world as in the movie realm, as a black Mercedes 450SL.
The name of the man we actually need to thank/blame for the 1980s as we know them isn’t Ronald Reagan, but Ferdinando Scarfiotti.
Even without grotesquely overstating the cultural importance of the movies, few would argue about the value placed on style and glamour during the decade that gave us the power breakfast, braces and big hair/shoulder pads/mobile phones.
The part I want you to notice is not the front-end treatment which is intended to make one think of the E-class saloon (W210, for anoraks) which was on sale from 1995 to 2003, about eight years too long. Look at the A-post’s brutal truncation. A nicer but perhaps more costly way would have been to run the A-pillar into the header rail as per, for example, the Mazda MX-5, shown below. I sometimes think that Mercedes do things which aren’t so pleasing and imagine it’s okay because nobody will be looking so critically at their output. Continue reading “Micropost: 1997-2003 Mercedes CLK Cabriolet”
Far from being the worst offspring of the late Sacco/Peter Pfeiffer era at Mercedes-Benz, the CL-coupé (C215) still exhibits a very poignant reminder of what went wrong at Untertürkheim during this particular period of time.Its proportions are actually very pleasing indeed (unlike those of its immediate predecessor), yet the CL is utterly let down by its detailing. Continue reading “Mind the Gap!”
By coincidence there parked side by side an example of Bruno Sacco’s era and that of Gorden Wagener.
To be fair, Sacco had nothing like the rules to follow that today’s designers do. Wagener’s team have CAD and rapid prototyping to speed the iterations and so work through the options. If only the shut-line around the grille didn’t dog-leg at the lamp the newer might be acceptable. Continue reading “Point, Counterpoint II”
Sometimes a quantum leap is called for, but be careful where you land.
“Evolution: /e-va-loo’ shan/ n the cumulative change in the genetic composition of an organism over succeeding generations, resulting in a species totally different from remote ancestors.”
There are a number of striking aspects to this photo, but most compelling for me is the iterative nature of each model from Ponton through Heckflosse, Strich Acht all the way to the 1976 W123. The break in the evolutionary chain therefore begins with the 1985 W124 which is stands out, not just for its essential rightness but for the fact that in this company it appears so dramatically at odds with Mercedes’ previously more cautious approach. Continue reading “The Removal of Doubt”
During a conference on ugliness, the participants wondered if something could be ugly and still worth a further look.
I didn’t mention this car but I could have done. We’ve discussed here the marked difference between this and the predecessor; this example exemplifies Mercedes’ dropped standards of material quality and diligence of assembly. Even when tatty, the W-126 retains dignity, like an old tweed coat with a few patches. The W-210, in contrast, never looked good new and when the polycarbonate lenses become clouded and the MB star has fallen off, it becomes even worse. Continue reading “Theme: Materials – Decay II (1995 Mercedes W210)”
Carl Heinz Bauer’s styling legacy isn’t necessarily one to shout about, but it could be argued he got at least one car (about) right.
It’s probably unavoidable. Over a lengthy career, every car designer worth his magic marker drops at least one absolute whopper on his CV, and frankly if the bulk of your time has been spent within Peter Pfeiffer’s dream factory, the chances of being responsible for anything even half decent is remote in the extreme. Continue reading “Saving Grace – 2007 Mercedes W204 C-Class”
“A wholly new motoring experience” said Mercedes in 2006, but the R-Class not only fell between two stools, it also fell well short of expectations.
Product planning is an unholy art, akin to sticking a wetted finger in the air to see which way the wind is blowing – scientific it ‘aint. Showing a marked similarity in conceptual terms to Giugiaro’s Maserati Kubang proposal of 2003, Mercedes-Benz showed their Vision GST (Grand Sports Tourer) concept in 2004, a window into the Swabians’ plans to straddle SUV, MPV and estate sectors; a concept habitually known as niche-bending. A year later they displayed the car in pre-production clothes as Vision R – the production car, dubbed W251 and marketed as R-Class debuting exactly a decade ago. Continue reading “Starship Benz – 2006 Mercedes R-Class”
…I’ll talk about it anyway. Mercedes is still concerned their image is too staid. They want more women buyers. Can’t women be staid and boring too?
Automotive News had a recent article about Mercedes being more interested in the female buyer and the writer says this: “Mercedes has to make up ground, particularly in Germany, where years of conservative design and a stuffy image as the preferred brand for rich, older men has turned female customers away”. The litany about Mercedes being “stuffy” and “conservative” has been running for as long as I have been a grown adult. Continue reading “It’s Not Quite News, but…”
BMW’s E60 5-Series was a landmark design. Thirteen years on, it still is – something that could never be said about its main domestic rival.
How long does it take for a car design to visually mature? I would suggest a good decade for the shape to either embed itself or to become hopelessly dated. Good design doesn’t really date that quickly – a notion I was reminded of the other day as I happened upon two mid-noughties contemporaries parked nose to tail in suburban Pinner and was struck by the modernity of one and the really quite homely appearance of the other. One was a Mercedes W211 E-Class and the other an E60 BMW 5-Series. I think you can guess which was which. Continue reading “Mid-Decade Midliners”
Driven to Write concludes its three-part meditation on the definitive latter-day Mercedes, the W126 S-Class.
Viewed with disinterest, it is surprisingly easy to come to this conclusion when judging the W126. Visually, it is far from stunning. Its vertical affinity, horizontal homogeneity-influenced styling (or rather: design) means it could easily be shrugged off as “just some Mercedes”. In terms of engineering, its focus on safety, solidity and efficiency also means it has never been at the forefront of performance data bragging contests, due to the lack of a V12 engine or an engine of almost ridiculous capacity at the top of the range. The W126 asks either for a conservative stance in the traditional sense of the word or an understanding of subtleties to be appreciated. Continue reading “First Of Its Kind/Last Of Its Kind: The Mercedes W126 – Part 3”
As the eighties progressed and those who could preferred to flaunt it, the W126 began to fall out of favour and, for the very first time, began to feel threatened.
The nature of the market during the late 1970s and early ‘80s played a crucial role in the unique process that lead to the W126’s creation. It is, for example, very hard to believe today’s clientele would accept a flagship modell with significantly reduced output figures compared with its predecessor – yet after a decade of fears of fuel shortages, even the most wealthy and conspicuously consuming of customers were willing to accept a certain amount of modesty.
Whilst trying to find a download of a W211 Owners Manual for a friend’s ten year old E Class, I came across the above (full text below). Now, although the US website did finally provide the manual, Mercedes’ UK site appears to provide no such service. Despite the fact that it would only cost them a tiny sum to make electronic manuals for older cars available to owners, it’s telling that MB UK don’t see this as a priority.
Sometimes it pays to be brave, sometimes it doesn’t. Better luck next time, Renault.
By the final decade of the 20th century, motor manufacturers, having established that engineering integrity would only take them so far in the quest for market leadership, began to realise that the answer to their prayers lay within the spreadsheets and focus groups of the product planning departments. In a mature market, largely populated by feckless new money garnered from illusory internet start-ups and awash with cheap credit, the differentiator between the automotive carnivores and their prey would be defined by one word: Segmentation. Entire departments sprang up in such demographically significant hotspots as Miami, London and Southern California, all tasked with seeking that elusive niche that would give the parent company a jump on their rivals.
With total sales of over a million, was the W168 Mercedes A-Class the best selling flop ever? We investigate.
The announcement of Mercedes’ third-generation A-Class and its radical re-alignment in ethos and market position is seen by most commentators as as an expedient business decision based upon 15 torrid years in the compact car game. While for the most part Daimler’s U-turn has elicited little criticism, it could equally be regarded as a sign that Mercedes has conclusively lost the argument. Continue reading “Falling Star – 1997 Mercedes A-Class”
I am a cry from beyond the pale. I have spent all my driving years reining in my hooligan element and, for much of the time, it has been my personal circumstances, rather than my self-control, that have prevented me from totally inappropriate purchases.
The first Audi RS6 Avant really fulfilled a long-held fantasy for a big, very fast, estate car, marrying the hooner with the homely. Lately, the AMG C63 Estate has taken my fancy, and I now see that they have produced a more powerful version, addressing the problem of the standard model’s woefully inadequate 451 bhp.