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1936 Mercedes-Benz 500K news, pictures, and information
The 500K's were beautiful, elegant, and exclusive models often outfitted with voluptuous coachwork and sold to wealthy clientele.
In 1904 Hans Nibel became chief engineer of Benz. When Daimler-Benz merged, he assisted Dr. Ferdinand Porsche in developing a 6.8-liter supercharged engine that would be outfitted in the 'K', SS, SSK, and SSKL series. The engine created was later enlarged to capacities such as 7.0 and 7.1 liters producing 250 horsepower. The SS was described as that fastest sports car in the world at the time. The SSK was mechanically identical to the SS but was 19-inches shorter and designed for racing. The SSK dominated the racing circuit in the early 1930's. As it began to age, Mercedes-Benz increased its capabilities by giving it a 300-hp engine and drilling holes in the frame to reduce weight. The SSKL was born. This combined was highly successful for a year but in 1932 the Alfa Romeo 8C 2300 had become more agile and competitive.
Hans Nibel was tasked by Mercedes-Benz to create an automobile that was capable of high speeds. He created the 380, a limited production road car. It was introduced in early 1933 and was powered by a inline eight-cylinder engine based off the 290 models six-cylinder unit. The car could be purchased in various bodies and engine configurations. During its production lifespan only 150 examples were produced. Mercedes-Benz introduced the next evolution of the 380, the 500K model. The 500K was powered by a powerful M24 inline-eight cylinder supercharged engine capable of producing 160 horsepower. The 380 was named after the cubic-capacity of its engine, 3820 cc. The 500 followed the same tradition, inspired by its 5018 cc power plant.
The brakes were power assisted, the suspension was rear independent with swing arms, and the transmission had five gears, all of these features were innovative achievements in the automotive community. A bi-product of Nibel's ingenuity, creativity and technological genius.
The 500K was offered in ten unique body styles including the Special Roadster. The Hermann Ahrens designed Special Roadster was a limited production cabriolet that could accommodate two adults in its 209 inch frame. The coachwork was handled by Mercedes-Benz. In total less than 30 examples were produced.
The 500K continued the tradition and legacy of the oldest automobile firm in the world, Mercedes-Benz. Its graceful body hid a powerful engine and mechanical innovations that were revolutionary. The vehicle was strong and dependable assembled with superb German craftsmanship. The Special Roadster is considered one of the most beautiful automobiles ever built.
In 1904 Hans Nibel became chief engineer of Benz. When Daimler-Benz merged, he assisted Dr. Ferdinand Porsche in developing a 6.8-liter supercharged engine that would be outfitted in the 'K', SS, SSK, and SSKL series. The engine created was later enlarged to capacities such as 7.0 and 7.1 liters producing 250 horsepower. The SS was described as that fastest sports car in the world at the time. The SSK was mechanically identical to the SS but was 19-inches shorter and designed for racing. The SSK dominated the racing circuit in the early 1930's. As it began to age, Mercedes-Benz increased its capabilities by giving it a 300-hp engine and drilling holes in the frame to reduce weight. The SSKL was born. This combined was highly successful for a year but in 1932 the Alfa Romeo 8C 2300 had become more agile and competitive.
Hans Nibel was tasked by Mercedes-Benz to create an automobile that was capable of high speeds. He created the 380, a limited production road car. It was introduced in early 1933 and was powered by a inline eight-cylinder engine based off the 290 models six-cylinder unit. The car could be purchased in various bodies and engine configurations. During its production lifespan only 150 examples were produced. Mercedes-Benz introduced the next evolution of the 380, the 500K model. The 500K was powered by a powerful M24 inline-eight cylinder supercharged engine capable of producing 160 horsepower. The 380 was named after the cubic-capacity of its engine, 3820 cc. The 500 followed the same tradition, inspired by its 5018 cc power plant.
The brakes were power assisted, the suspension was rear independent with swing arms, and the transmission had five gears, all of these features were innovative achievements in the automotive community. A bi-product of Nibel's ingenuity, creativity and technological genius.
The 500K was offered in ten unique body styles including the Special Roadster. The Hermann Ahrens designed Special Roadster was a limited production cabriolet that could accommodate two adults in its 209 inch frame. The coachwork was handled by Mercedes-Benz. In total less than 30 examples were produced.
The 500K continued the tradition and legacy of the oldest automobile firm in the world, Mercedes-Benz. Its graceful body hid a powerful engine and mechanical innovations that were revolutionary. The vehicle was strong and dependable assembled with superb German craftsmanship. The Special Roadster is considered one of the most beautiful automobiles ever built.
 |  | View more photos Three-Position Drophead Coupe Coachwork: Corsica Chassis Num: 113622 Engine Num: 113622 |
What is now known as Mercedes-Benz has a long history in motorsports which began with much support from Emile Jellinek. Austrian-born Jellinek was a Daimler agent, an entrepreneur, and the individual responsible for changing the name of the company to Mercedes (the name of his eleven-year-old daughter).
Jellinek's influence of the Mercedes cars included powerful engines, chain drive design, and sporty bodies. The Benz cars, in comparison, were relatively conservative and attracted many wealthy buyers and heads of state.
In the post-War era, Mercedes cars were still popular for racing. In 1921, new overhead camshaft cars were introduced. Two years later, they could be purchased with superchargers.
By 1926, a merger agreement between Mercedes and Benz & Cie was signed. The new company name was Daimler-Benz AG and their cars were designated Mercedes-Benz. The talents of both of these companies were joined, including engineers Hans Nibel and Friedrich Nallinger from Benz and Ferdinand Porsche of Daimler.
In 1926, a short-wheelbase Model K was introduced and this had some success in racing, though its high center of gravity was less-than-ideal. So Porsche designed the Typ S and fitted it with a six-cylinder engine that displaced 6800cc and produced 120 horsepower. A supercharger raised that figure to 180 bhp. The production lifespan of the Typ S would span 1926-1930. The SS Model soon followed with its 7065cc engine and 200/225 horsepower. The ultimate version was the SSK which had three degrees of supercharging, with the 'elephant blower' available only to the works competition teams. The Ss and SSK models would enjoy much success in racing including a win at the 1928 and 1931 German Grand Prix, the 1931 Mille Miglia, and the 1930 Irish Grand Prix.
There were only 297 Type S cars produced of all kinds. Porsche had left in 1929 to join Steyr. Engineer Hans Nibel, who had been with Benz & Cie since 1904 and was the created of the Blitzen Benz speed record car of 1910, was named technical director following Porsches departure.
The new era of Mercedes-Benz cars under the direction of Nibel would feature advanced chassis engineering and a continually evolving powerplant. The first new cars were fitted with a pushrod overhead-valve engine with eight-cylinders and a displacement of 3823cc. They were placed in chassis's that had an all-independent suspension with double-wishbones and coil springs in the front and coil-sprung swing axles at the rear. The Typ 380 engine produced 90 horsepower would prove to be underpowered; a Roots-type double-vane supercharger raised the power 140 which helped considerably in propelling the two-ton cars.
In 1934, a five-liter version of the engine was introduced offering 100/160 brake horsepower. Cars with these engines were dubbed the 500. The supercharged versions were called the 500K ('K' for Kompressor or supercharger). The engines were fitted into chassis that measured 129.5 inches and offered with a range of bodystyles including cabriolets, roadsters and sedans. Total production for the 500Ks totaled 354 over a three year period. 419 of the 5401cc engined 540Ks were produced. A number of coachbuilders were given the opportunity to work their craft on the Typ S, 380/500, and 540 cars such as Saoutchik, Castagna, Murphy Company, Erdmann & Rossi, Glaser, Reutter, and Freestone & Webb.
British based Corisca clothed this example. They were a small company that was created in 1920 by Charles Stammers and his brother-in-law Joseph and Robert Lee. Much of their early work is believed to have involved Bentley.
This Corsica-bodied 500K Drophead Coupe has an older restoration. There are some minor flaws that can be seen upon closer examination. The three-position top shows some signs of its older restoration, as does the rest of the car.
In 2008 this 1936 Mercedes-Benz 500K Three-Position Drophead Coupe was brought to RM Auctions' Vintage Motor Cars of Meadow Brook. It was estimated to sell for $600,000-$750,000. Bidding reached $475,000 but was not enough to satisfy the reserve. The lot was left unsold.
| | View more photos Touren Wagon with Factory Coachwork Chassis Num: 113696 |
| | View more photos Drophead Coupe Chassis Num: 130878 |
This Cabriolet B is finished in a duotone paint scheme and features factory-optional chromed wire wheels.
In the 1980s, the car was in Germany; by the 1990s, it was in the United States. In June of 2000, a collector from Holland purchased the car, selling it a few years later to a collector in Ireland, before it was purchased by the current owner in England.
In 2008, this Mercedes-Benz 500K was brought to the Gooding & Company auction held in Pebble Beach, CA. It was estimated to sell for $1,000,000-$1,250,000. The lot was sold for $1,045,000, including buyer's premium.
The Mercedes-Benz 500K was introduced in 1934 with the 'K' representing a Kompressor which is German for supercharger. In non-aspirated form, the engine produced 100 horsepower. With the adoption of the Kompressor the horsepower jumped to an impressive 160 making them one of the fastest grand touring cars of their time. The vehicles rode on a 116 inch wheelbase.
In 1936 the 540K was introduced which increased power even further. The base version produced 115 horsepower while the supercharged increased horsepower to 180. The engine bay was lengthened and the wheelbase was extended by twelve inches which allowed for more stately and elegant vehicles. Chrome accents were used throughout added to the visual appeal. The vehicles were elegant, powerful, and produced in limited numbers. Production continued until 1940 with only 419 examples being produced.
The Mercedes-Benz were among the most desirable and elegant vehicles of their day. They were constructed of the finest materials available. The craftsmanship is legendary and undeniable excellent. Most of the chassis received coachwork by the Mercedes-Benz in-house coachworks facility named the Sindelfingen Body Works. The others were sent to coachbuilders such as Erdmann & Rossi.
When completed, the vehicles carried a price tag that only few could afford. During World War II many were hidden and protected along with other priceless works-of-art.
Though the 540K models were all built to the same mechanical and chassis configurations, they varied based on their coachwork designs making many unique creations. Configurations varied such as four-seat cabriolets, long-tail roadsters, and high-door luxury styles. The vehicles were tailored to the buyer's requirements and requests.
With production low and craftsmanship at their peak, these vehicles are well sought after in modern times. They continue to win 'Best in Show' and class awards at various concourses throughout the country.
In 1936 the 540K was introduced which increased power even further. The base version produced 115 horsepower while the supercharged increased horsepower to 180. The engine bay was lengthened and the wheelbase was extended by twelve inches which allowed for more stately and elegant vehicles. Chrome accents were used throughout added to the visual appeal. The vehicles were elegant, powerful, and produced in limited numbers. Production continued until 1940 with only 419 examples being produced.
The Mercedes-Benz were among the most desirable and elegant vehicles of their day. They were constructed of the finest materials available. The craftsmanship is legendary and undeniable excellent. Most of the chassis received coachwork by the Mercedes-Benz in-house coachworks facility named the Sindelfingen Body Works. The others were sent to coachbuilders such as Erdmann & Rossi.
When completed, the vehicles carried a price tag that only few could afford. During World War II many were hidden and protected along with other priceless works-of-art.
Though the 540K models were all built to the same mechanical and chassis configurations, they varied based on their coachwork designs making many unique creations. Configurations varied such as four-seat cabriolets, long-tail roadsters, and high-door luxury styles. The vehicles were tailored to the buyer's requirements and requests.
With production low and craftsmanship at their peak, these vehicles are well sought after in modern times. They continue to win 'Best in Show' and class awards at various concourses throughout the country.
Two new – and very different – Mercedes models were displayed at the Berlin Motor Show in March 1934. One was the 130, Mercedes-Benz's first production car with a rear-mounted four-cylinder engine which developed 26 hp from a displacement of 1.3 liters. The other was the 500 K, an imposing, elegant sports car with supercharged eight-cylinder engine; with the supercharger engaged, it developed 160 hp from a displacement of 5,018 cc.
The 500 K was the successor to the 380 presented only one year earlier, and a descendant of the tremendously powerful, supercharged S, SS, SSK and SSKL sports cars – genuine muscle cars, as we would call them today, and virtually invincible in motor sport.
The first 500 K – 'K' for Kompressor = supercharger, to distinguish it from the 500 sedan without supercharger – had been designed as an elegant two- or four-seater sports car with roadster and cabriolet bodies tailored at the Daimler-Benz plant in Sindelfingen. With this model, the company bid farewell to the Roaring Twenties and the Big Four mentioned earlier. The latter had still had extremely firm chassis with rigid axles and leaf springs, i.e. hardly any damping at all, and their bodies were plain and above all functional, not to say uncomfortable.
The new supercharged Mercedes sports car appealed to well-heeled buyers because it was not only powerful but also more elegant, more comfortable and easier to handle than its predecessors – features welcomed in particular by the growing number of lady drivers.
Daimler-Benz had laid the foundations for this type of car as early as 1933 by introducing the 380, the first Mercedes-Benz sports car with swing axle. It was the first car that pampered its occupants with independent wheel suspension; the latter featured a sensational world first, a double-wishbone front axle that combined with the double-joint swing axle introduced in the 170 as early as 1931.
In this ground-breaking design, wheel location, springing and damping were for the first time separated from each other, creating a new level of precision in straightline stability. In its essence, this front axle, fitted like the rear axle with coil springs, has remained the design model for generations of automobiles throughout the world to this day, and it also featured in the 500 K, of course.
It was the customers' craving for power, however, that prompted the replacement of the 380, not exactly a lame duck with its supercharged 140 hp, by the 500 K only one year later. The newcomer's engine generated 160 hp with the supercharger engaged; even without the supercharger in action, it still had an impressive output of 100 hp at 3400 rpm. Depending on fuel quality, which varied greatly in those days, the compression ratio was between 1:5.5 and 1:6.5. The fuel was apportioned to the cylinders by a Mercedes-Benz double updraught carburetor. The driver engaged the double-vane Roots supercharger by depressing the accelerator pedal beyond a pressure point.
With the exception of first gear, both the standard four-speed and the optional five-speed transmissions were synchronized. A single-plate dry clutch linked the engine with the powertrain which transmitted engine power to the rear wheels. The car rolled along on wire-spoke wheels which were as elegant as they were robust.
All these features combined to permit a top speed of 160 kilometers per hour – a dream for sports cars in that day and age. The penalty was paid in the form of fuel consumption: between 27 and 30 liters were blown through the carburetor on 100 kilometers. The 110-liter tank in the rear gave the car a decent radius of action.
To meet the individual wishes of the demanding customers, three chassis variants were available for the 500 K: two long versions with a 3,290 millimeter wheelbase, differing in terms of powertrain and bodywork layout, and a short version with 2,980 millimeters.
The long variant, the so-called normal chassis with the radiator directly above the front axle, served as the backbone for the four-seater cabriolets 'B' (with four side windows) and 'C' (with two side windows) and, at a later stage, also for touring cars and sedans.
The roadsters, the two-seater cabriolet 'A' (with two side windows) and the ultra-modern, streamlined Motorway Courier, the first car with curved side windows and classified by the manufacturer as a sports sedan, were set up on a chassis on which radiator, engine, cockpit and all rearward modules were moved 185 millimeters back from the front axle. This configuration was a concession to the zeitgeist, a small trick that created the visual impression of a particularly long front-end and, therefore, the desired sporting appeal.
The most ravishing model of this species was the two-seater 500 K special roadster launched in 1936, a masterpiece in terms of its styling, with inimitably powerful and elegant lines. It has been filling onlookers with enthusiasm to this day, reflecting, as it does, the spirit of its day and age as well as the design perfection of the 500 K models. Its price tag – 28,000 Reichsmark – was 6,000 marks above the average price of 'simpler' models. People were able to buy a generously furnished house for that money.
The short-wheelbase chassis was used only for a few two-seaters with special bodies. On these models, the radiator was back right above the front axle, and the models carried the designations 500 K sports roadster, sports cabriolet and sports coupe.
The 500 K's chassis complete with helical-spindle steering had been adopted – though in further refined form – from the preceding 380: the new double-wishbone axle with coil springs at the front and the double-joint swing axle - complemented by double coil springs and additional transverse balancing spring – at the rear. The vacuum-boosted service brake acted hydraulically on all four wheels, the mechanical parking brake on the rear wheels. The chassis weighed as much as 1,700 kilograms; the complete car tipped the scales at 2,300 kilograms and the permissible gross weight was around 2,700 kilograms.
No matter what version of the 500 K you look at, the elegance of its body sends people into raptures even today: every single one had been given its own, unparalleled personality by the ingenious coachbuilders in Sindelfingen. Only few customers opted for bodywork tailored by independent bodybuilders to their own wishes (the price lists quoted the chassis as individual items), especially since the Sindelfingers rose above themselves in accommodating the customers' special wishes, for instance for individual fender versions, rear-end designs or interior appointments. Within two years, 342 units of the 500 K were produced.
In response to the virtually insatiable craving for performance on the part of well-heeled customers all over the world, the 500 K was replaced in 1936 by the 540 K with supercharged 180 hp engine. This model was sold to 319 motoring enthusiasts.
The history of supercharged Mercedes-Benz cars goes back to World War II and has its roots in aeroengine production. Daimler-Motoren-Gesellschaft had introduced mechanical air compressors which supercharged the engines and thereby compensated for the power loss of aeroengines at higher altitudes, ensuring their stable performance.
The first Mercedes models with supercharged engines were displayed at the Berlin Motor Show in 1921 – between bicycles with auxiliary engines and mini-cars. They caused quite a stir among automotive experts. With the supercharger, an engine booster had been introduced which, from 1926, catapulted Mercedes passenger, sports and racing cars into a new dimension of performance.Source - Mercedes-Benz
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The 500 K was the successor to the 380 presented only one year earlier, and a descendant of the tremendously powerful, supercharged S, SS, SSK and SSKL sports cars – genuine muscle cars, as we would call them today, and virtually invincible in motor sport.
The first 500 K – 'K' for Kompressor = supercharger, to distinguish it from the 500 sedan without supercharger – had been designed as an elegant two- or four-seater sports car with roadster and cabriolet bodies tailored at the Daimler-Benz plant in Sindelfingen. With this model, the company bid farewell to the Roaring Twenties and the Big Four mentioned earlier. The latter had still had extremely firm chassis with rigid axles and leaf springs, i.e. hardly any damping at all, and their bodies were plain and above all functional, not to say uncomfortable.
The new supercharged Mercedes sports car appealed to well-heeled buyers because it was not only powerful but also more elegant, more comfortable and easier to handle than its predecessors – features welcomed in particular by the growing number of lady drivers.
Daimler-Benz had laid the foundations for this type of car as early as 1933 by introducing the 380, the first Mercedes-Benz sports car with swing axle. It was the first car that pampered its occupants with independent wheel suspension; the latter featured a sensational world first, a double-wishbone front axle that combined with the double-joint swing axle introduced in the 170 as early as 1931.
In this ground-breaking design, wheel location, springing and damping were for the first time separated from each other, creating a new level of precision in straightline stability. In its essence, this front axle, fitted like the rear axle with coil springs, has remained the design model for generations of automobiles throughout the world to this day, and it also featured in the 500 K, of course.
It was the customers' craving for power, however, that prompted the replacement of the 380, not exactly a lame duck with its supercharged 140 hp, by the 500 K only one year later. The newcomer's engine generated 160 hp with the supercharger engaged; even without the supercharger in action, it still had an impressive output of 100 hp at 3400 rpm. Depending on fuel quality, which varied greatly in those days, the compression ratio was between 1:5.5 and 1:6.5. The fuel was apportioned to the cylinders by a Mercedes-Benz double updraught carburetor. The driver engaged the double-vane Roots supercharger by depressing the accelerator pedal beyond a pressure point.
With the exception of first gear, both the standard four-speed and the optional five-speed transmissions were synchronized. A single-plate dry clutch linked the engine with the powertrain which transmitted engine power to the rear wheels. The car rolled along on wire-spoke wheels which were as elegant as they were robust.
All these features combined to permit a top speed of 160 kilometers per hour – a dream for sports cars in that day and age. The penalty was paid in the form of fuel consumption: between 27 and 30 liters were blown through the carburetor on 100 kilometers. The 110-liter tank in the rear gave the car a decent radius of action.
To meet the individual wishes of the demanding customers, three chassis variants were available for the 500 K: two long versions with a 3,290 millimeter wheelbase, differing in terms of powertrain and bodywork layout, and a short version with 2,980 millimeters.
The long variant, the so-called normal chassis with the radiator directly above the front axle, served as the backbone for the four-seater cabriolets 'B' (with four side windows) and 'C' (with two side windows) and, at a later stage, also for touring cars and sedans.
The roadsters, the two-seater cabriolet 'A' (with two side windows) and the ultra-modern, streamlined Motorway Courier, the first car with curved side windows and classified by the manufacturer as a sports sedan, were set up on a chassis on which radiator, engine, cockpit and all rearward modules were moved 185 millimeters back from the front axle. This configuration was a concession to the zeitgeist, a small trick that created the visual impression of a particularly long front-end and, therefore, the desired sporting appeal.
The most ravishing model of this species was the two-seater 500 K special roadster launched in 1936, a masterpiece in terms of its styling, with inimitably powerful and elegant lines. It has been filling onlookers with enthusiasm to this day, reflecting, as it does, the spirit of its day and age as well as the design perfection of the 500 K models. Its price tag – 28,000 Reichsmark – was 6,000 marks above the average price of 'simpler' models. People were able to buy a generously furnished house for that money.
The short-wheelbase chassis was used only for a few two-seaters with special bodies. On these models, the radiator was back right above the front axle, and the models carried the designations 500 K sports roadster, sports cabriolet and sports coupe.
The 500 K's chassis complete with helical-spindle steering had been adopted – though in further refined form – from the preceding 380: the new double-wishbone axle with coil springs at the front and the double-joint swing axle - complemented by double coil springs and additional transverse balancing spring – at the rear. The vacuum-boosted service brake acted hydraulically on all four wheels, the mechanical parking brake on the rear wheels. The chassis weighed as much as 1,700 kilograms; the complete car tipped the scales at 2,300 kilograms and the permissible gross weight was around 2,700 kilograms.
No matter what version of the 500 K you look at, the elegance of its body sends people into raptures even today: every single one had been given its own, unparalleled personality by the ingenious coachbuilders in Sindelfingen. Only few customers opted for bodywork tailored by independent bodybuilders to their own wishes (the price lists quoted the chassis as individual items), especially since the Sindelfingers rose above themselves in accommodating the customers' special wishes, for instance for individual fender versions, rear-end designs or interior appointments. Within two years, 342 units of the 500 K were produced.
In response to the virtually insatiable craving for performance on the part of well-heeled customers all over the world, the 500 K was replaced in 1936 by the 540 K with supercharged 180 hp engine. This model was sold to 319 motoring enthusiasts.
The history of supercharged Mercedes-Benz cars goes back to World War II and has its roots in aeroengine production. Daimler-Motoren-Gesellschaft had introduced mechanical air compressors which supercharged the engines and thereby compensated for the power loss of aeroengines at higher altitudes, ensuring their stable performance.
The first Mercedes models with supercharged engines were displayed at the Berlin Motor Show in 1921 – between bicycles with auxiliary engines and mini-cars. They caused quite a stir among automotive experts. With the supercharger, an engine booster had been introduced which, from 1926, catapulted Mercedes passenger, sports and racing cars into a new dimension of performance.Source - Mercedes-Benz
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Automobile information, history, and specifications from concept to production. | © 1998-2009 Conceptcarz.com
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