Pininfarina and Mercedes – it wasn’t all bad. Just good – in parts.
There are certain carmakers and design consultancies who despite all positive signs to the contrary, never quite gelled creatively. Certainly, in places where the incumbent design heritage is sufficiently strong and embedded, there are few if any instances of a coachbuilder or styling house crafting a superior design to that created in-house. Mercedes-Benz during its patrician heyday and carrozzeria Pinin Farina (during its own) are cases in point, especially so if you Continue reading “Four Lessons from History”
Profiling the R129 Mercedes SL – the silent sportscar.
There is little question that successive generations of Mercedes-Benz SL would never have come into being without the patronage of the more affluent and socially aspirant United States car buyer. After all, there simply wasn’t a sufficient market for such wilfully indulgent fare in the old world – nor available spaces one imagines on the car-train to Sylt. Also beyond doubt is that by the close of the 1980s, the SL had become the automotive marker of choice for those who really wished to Continue reading “Quiet Confidence”
The 1999 C215 Mercedes CL redefines the term ‘back of an envelope design’.
Like most major carmakers, Mercedes-Benz design under Bruno Sacco’s leadership at Stuttgart-Sindelfingen assigned individual design teams to specific product lines. However, it was policy that all members of the styling team, irrespective of discipline could submit proposals for consideration whenever a new model was in gestation.
These would be whittled down to a shortlist, the favoured proposals then going forward to be produced in scale model form. A further evaluation would see this being reduced to a final shortlist of three, which would Continue reading “Pushing the Envelope”
The previous generation of Mercedes’ E-class was supposed to mark a return to the marque’s traditional values. Instead, it turned a great many of them into damaged goods.
Willkommen zu Hause. Die E-Klasse. Upon its market introduction in 2009, the newest Mercedes-Benz E-class was ‘welcomed home’. Attentive observers may ask when and why the E-class had left in the first place – an answer to which would require a return to the decade most people of Stuttgart Sindelfingen and Untertürkheim would like to forget : The 1990s.
The E-class for the ’90s, unveiled in the middle of that decade, was of course the W210 generation, which has since gained notoriety for issues of rust, profit-optimised engineering and styling that has aged as gracefully as the materials the Benz was made of. Continue reading “The Car That Killed Sobriety”
In response to the lively discussion about the W-220’s predecessor, I have posted this little gallery of how one might go about redesigning the rear end.
The initial problem is the narrow boot aperture and the odd business of the visible weld in the middle of what looks like one part.
I can see from Daniel Callaghan’s proposal that if you simply extend the lamps to the existing boot aperture one ends up with very small radii on the lamps’ inner corner. Mercedes did not want the lamps to have sharp corners: the whole car has quite large radii but especially the lamps are all given relatively rounded corners.
We return to a fine retrospective of an automotive monument.
We have over the years at Driven to Write, presented long-form essays and articles in serialised form, partly in deference to our more time-poor readers, and from our own perspective, to help even out the schedule. However, we concluded that it might be pleasant to have the opportunity to revisit these pieces in the format to which they were intended – in full and unexpurgated form.
A commercial hit for Mercedes-Benz at launch, but Father Time has not been kind to the 1997 CLK.
We didn’t know it at the time, but when Mercedes-Benz ceased production of the C124 coupé line in 1996, its terminus would be more than a stylistic one. If not quite the final example of the legendary ‘Vertical Affinity, Horizontal Homogeneity’ design ethos overseen by Bruno Sacco, the C124 would prove to be the last mid-sized Mercedes coupe built upon its saloon counterpart’s platform for another two generations. Continue reading “Fleeting Star”
After sighting a few dark and tatty examples I saw this conveniently clean and pale W-201 yesterday. Where’s quality hiding?
I asked this of a BMW 3-series (E-30) recently. Both came out the same year, 1982 (as did the Ford Sierra). So, presumably the cars gestated at the same time and without a large likelihood of designers and clay modellers migrating between studios. First let’s take a close look to find Ms. Quality… Continue reading “Can’t, and Will Anyway”
The 1993 Vision A and ’94 Studie A were everything the ensuing A-Class failed to be. A genuine Mercedes in miniature.
One doesn’t get to the size and scope of Mercedes-Benz by being incautious, even if at times, an element of risk is sometimes both prudent and necessary. For example, the W201 programme saw the German car giant risk a move downmarket, albeit one taken only after a great deal of consideration and iterative trial. That programme, instigated during the dark days of the post oil-shock 1970’s, wouldn’t see series production as the 190-series until 1982. Continue reading “Loss of Vision – 1994 Mercedes-Benz Studie A”
Some time back I harvested a set of detailed photos of a Mercedes W-123. It wasn’t until recently I had a chance to take a corresponding set of its replacement. Alas the correspondence is not complete. Some details are paired for comparison and the rest are dumped in a ragbag of two slideshows. The conclusion is that in replacing the W-123 Mercedes merely wanted to Continue reading “The Two Mares From the Wild Fellow’s Forest”
Taking the unveiling of the facelifted Golf as the starting point Autocar thinks all car makers should aspire to evolutionary design. DTW disagrees.
“It’s a ballsy move, though, making a car look like its predecessor. But one that’s starting to spread – Audi’s in on the game too, with its new Q5, and BMW did it with the new 5 Series not long ago” writes Autocar.
The Golf is a text-book example of a product that has evolved gradually over the course of its 40 years on the market. Audi have also cleaved to such a strategy as do BMW (nearly). Mercedes have been less adept at this. Sometimes they’ve adopted quite florid designs such as the fintail cars and most of the current batch. At other times they’ve had the urge to
In my survey of the values of the motoring manufacturing nations, we have touched on Italy, Britain and France. Now it is time to look at the nation that helped invent the motor car.
The present gets in the way of the past. Today Germany stands on an equal footing with Japan and the US as a powerhouse of car engineering, design and manufacturing. If we go back a hundred years the story would not have seemed so clear. Each car-building nation had a deluge of manufacturers and a certain sameness attached to all of them as they ploughed a vast array of technical furrows, hopeful minnows. Germany’s clever engineers and industrious entrepreneurs offered a wide range of types of car in the search to find something that matched German values and German conditions. Things became clearer in the 20s as most of the small makers died off. The Second World War acted as another selector. Mercedes managed to Continue reading “Theme: Values – Germany”
The car that would come to be defined as the quintessential S-class was in fact, a deeply conservative vanguard of modern engineering. However, its legacy would not last.
A blackened wreck with a blown-off bonnet and deflated tyres lying across a cordoned-off street. This is how most Germans of a certain generation remember the Mercedes W126, the S-class model of the 1980s.
In the autumn of 1989, Alfred Herrhausen, chairman of Deutsche Bank, as well as head of Daimler-Benz AG’s supervisory board, was killed on his way to work by the blast of a roadside bomb. Herrhausen had been one of the most influential economic leaders of West Germany, and certainly the most charismatic among them. A proponent of challenging concepts, he advocated the need for global corporate expansion, as well as debt relief for Third World countries. Continue reading “First of Its Kind : Last of Its Kind”
Driven to Write concludes its 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 Four”
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.
The car that would come to be defined as the quintessential S-class actually was a deeply conservative vanguard of modern engineering. However, its legacy was not to last.
A black wreckage with blown-off bonnet and deflated tyres, lying across a cordoned-off street. This is how most Germans of a certain generation remember the Mercedes W126, the S-class model of the 1980s.
In the autumn of 1989, Alfred Herrhausen, chairman of Deutsche Bank, as well as head of Daimler-Benz AG’s supervisory board, was killed on his way to work by the blast of a roadside bomb. Herrhausen had been one of the most influential economic leaders of West Germany, and certainly the most charismatic among them. A proponent of challenging concepts, he advocated the need for global corporate expansion, as well as debt relief for Third World countries. Continue reading “First Of Its Kind/Last Of Its Kind: The Mercedes W126 – Part One”
Some collected, if slightly disconnected thoughts on this month’s theme gives us an opportunity for a little gratuitous Mercedes-bashing.
So much is known and quantified, be it politics, cuisine, architecture or indeed recognising a decent pasodoble when we see one. It’s all out there to be discovered, downloaded and co-opted into our lives and dinner party conversations: we’re all experts now. Continue reading “Theme: Shutlines – Mind The Gap”
What do the Mercedes CLS, VW Passat CC and a forgotten 1982 rendering have in common? The stylist associated with each of them – Murat Günak.
The world of the international car design is a small and frequently incestuous one. Take the career of Turkish car designer, Murat Günak. Having studied design at the Royal College of Art during the 1980’s under Patrick Le Quement and Claude Lobo, he worked for Mercedes-Benz under then Styling Director, Bruno Sacco. During his time at Stuttgart-Untertürkheim, he was credited with the styling for the W202 C-Class and R170 SLK. With time came greater responsibility, so while the 2004 W219 Mercedes CLS body style was the work of American, Michael Fink, the project came under the supervision of Günak, reporting to Styling Director Peter Pffifer. Continue reading “Theme: Evolution – Refining a Theme”
Driven To Write descends into facelift hell. Pray for us.
Today’s foray into facelift hades stems from recent past. The original 2003 R230 SL series was a good 65% less attractive than its far more accomplished (R129) forebear. Nevertheless, amongst the less than stellar offerings emerging from Sindelfingen under design chief, Professor Peter Pfeiffer during the post-Sacco era, R230 in its original form was at least broadly cohesive.
In the fond past such matters would have been beneath them – largely because the design would have been sufficiently well judged in the first place. In the old Vertical Affinity, Horizontal Homogeneity days Mercedes-Benz were never in the habit of carrying out anything but the most perfunctory of facelifts, but by 2008 Sindelfingen was well and truly in the fashion business. Continue reading “Theme : Facelifts – New Adventures in Rhinoplasty”