During the 1970s, when the engineers at Daimler-Benz’s Sindelfingen nerve centre were in the driving seat, Mercedes could be relied upon to do things properly. For if their cars were mostly on the large side – often somewhat heavy-jowled – they were mostly fit for their purpose, whether intended for the commercial trades, for plutocratic conveyance, or simply chariots of the indulgent.
Research and development was key to the three pointed star’s pre-eminence. Mercedes engineers not only worked through what ever technical challenge they were attempting to overcome, but also considered all of the alternatives – frequently going so far as to Continue reading “Big Star”
Three pointed stars and chevrons are mutually exclusive. Or are they?
A Mercedes that could have been a Citroën? Surely, DTW’s acting editor has taken leave of his senses. But please bear with me. Because while this vehicle is every inch a product of Stuttgart-Sindelfingen, could there be enough double chevron goodness sprinkled over this concept for it to form part of this unique to DTW series of chevronesque curiosities?
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.
Earlier in the day we had a close look at a bit of the Peugeot 605. What was missing?
The short answer: Peugeot’s design and production dodged the ugly groove that normally indicates a weld, right under the lamp. This means that a not inconsiderable amount of work had to be done to match the weld seam to the metal on either side of it. Audi avoided this by bringing the bootlid right down to the bumper. Mercedes didn’t. Continue reading “Fifty-one Times Maybe is Still Maybe”
A good, quantifiable value is a good selling point. It’s an even better selling point if few people know what it actually means, so they can’t really challenge it or compare it.
If you follow Formula 1 these days, you will hear a lot, an awful lot, about ‘aero’. Assuming the drivers don’t all have a fixation on the bubbly, chocolate snack, we can assume this means that the aerodynamics of the overpriced racing cars are very important. They are important for road cars too but, oddly, nowadays manufacturers don’t make a big deal of it in their marketing, leaving you to guess from the often excessively racetrack mimicked shapes of splitters, spoilers and diffusers we see on so many cars. Continue reading “Theme : Values – So Where Are The Drag Queens Now?”
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.
Conceived under a period of intense socio-political turmoil, the W126-Series S-Class proved tailor-made for the early 1980’s landscape.
The W126 was met with great acclaim when it was first unveiled in late 1979 and well into 1980. Auto, Motor & Sport, Germany’s major automotive publication, devoted a number of issues to the new ‘Best Car In The World’. In September 1979, Clauspeter Becker summed up the W126’s conceptual formulation thus: Bekenntnis zur Größe – which could be read as both a “commitment to size” or a “commitment to greatness”. This boastful title was however immediately followed by a paragraph explaining that development of the new S-Class had been dictated by tomorrow’s energy situation. Continue reading “First Of Its Kind/Last Of Its Kind: Mercedes W126 – Part Two”