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1955 Mercedes-Benz 300 SLR

Rudolf Uhlenhaut, the individual responsible for the 300 SLR racer, or rather his new 'company car' which he appeared in for the first time at the Swedish Formula 1 circuit, provided a fascinating side-show to the race itself. Spurred on by Mercedes' success in 1955, the Stuttgart engineer had spend the time between races mulling over the idea of fitting the open-top 300 SLR racing sports car with an enclosed cockpit for endurance events in the future.

His musings had now reached fruition in the shape of an awe-inspiring coupé with the technology of a racing sports car, the gullwing doors of the 300 SL and performance which no other road-going sports car could match. The two-seater recorded a speed of 290 km/h during a test conducted for 'Automobil Revue' magazine at four o'clock in the morning on a closed section of motorway outside Munich.

'We are driving a car which barely takes a second to overtake the rest of the traffic and for which 200 km/h on a quiet motorway is little more than walking pace. With its unflappable handling through corners, it treats the laws of centrifugal force with apparent disdain,' scribbled the lucky test reporter after a total of 3500 kilometres. His only regret was that this was a sports car 'which we will never be able to buy and which the average driver would never buy anyway.' Only two examples of the SLR Coupé were ever built.

For the Coupé's bodywork, the Mercedes engineers used Elektron, an easily-to-work-with magnesium alloy which is even lighter than aluminium. The driver's area had much in common with an aircraft cockpit and the semicircular windscreen generated very little wind resistance. As in the 300 SLR racing sports car, the engine in the 'Uhlenhaut Coupé' was turned around its longitudinal axis. Again, the driver had to control the pedals with his legs apart behind the steering wheel. The massive brake drums on the driven axles were moved further in, in order to minimise the effects of the road on these unsprung masses. For anyone not already in the know, opening the boot lid was something of a mystery, with the in-conspicuous 'D' (for Germany) sign serving as the release lever.

Smouldering under the sweeping bonnet was the eight-cylinder engine taken from the racing sports car. This prestigious power unit developed peak torque of 234 lb-ft at 5950 rpm and its maximum output of 310 horsepower at 7400 rpm.

Only 2 300SLR Coupes were ever built.

by DaimlerChrysler

by Mercedes-Benz

Roadster
Chassis number: 00004

The 1955 Mercedes-Benz 300 SLR racing sports car combined the experience gained with the 1952 300 SL with Formula 1 technology. In addition to its filigree design as developed by Rudolf Uhlenhaut, it proved to be a sturdy and highly reliable race car. Its engine was based on the Formula 1 unit M 196 R and increased to 3-liters, producing up to 310 horsepower. It entered and won major races. Arguably its greatest moment was the victory of Sir Stirling Moss and co-pilot Denis Jenkinson at the 1955 Mille Miglia, where '722' set an all-time record with an average speed of 97.06 mph over the 1,000-mile race (in just 10 hours, 7 minutes and 48 seconds). In second place, 32 minutes later and driving along, was Juan Manuel Fangio, also in a 300 SLR. After Stirling Moss's triumphant success, the 300 SLR also won the Eifel race, the Swedish Grand Prix, the Irish Tourist Trophy and the Targa Florio in Sicily, so it did win the championship for Mercedes-Benz. To this day, the 1955 300 SLR is considered one of the most iconic race cars of all time. When asked about his memory of the 300 SLR, Moss referred to it as the 'greatest sports racing car ever built - really an unbelievable machine.'

Legendary Mercedes-Benz 300 SLR Bids U.S. Farewell

Mercedes-Benz will present a memorable motorsports display at the 2005 Pebble Beach Concour D'Elegance on August 21. The 300 SLR sports-racing car driven to victory by legendary driver Stirling Moss in the 1955 Mille Miglia, Italy's classic road race, will make its final appearance in the United States before retiring to the new Mercedes- Benz Museum in Stuttgart, Germany. The transporter that carried the 300 SLR to Europe's famous racetracks during the 1954-1955 racing season will pay its first U.S. visit in almost fifty years.

Considered one of the most beautiful racecars of all time, the Mercedes- Benz 300 SLR was based on the company's dominant W 196 Formula One racer using fully enclosed bodywork with a navigator's seat and a trunk. The inline-eight cylinder Grand Prix engine, with displacement enlarged from 2.5 to 3.0 liters, produced 310 horsepower at 7,500 rpm.

The 300 SLR body was likewise advanced in that it was made from a tough yet malleable form of sheet magnesium, which was lighter than aluminum. Top speed depended on the transmission and final drive gear ratios used for a particular race and could be as high as 185 mph.

In the hands of racing legend Stirling Moss, who will be reunited with his victorious racing car at the Pebble Beach event, the 300 SLR set a course record in the 1955 Mille Miglia that would never be broken. Moss and his navigator Dennis Jenkinson won this challenging and dangerous race in just 10 hours, 7 minutes, and 48 seconds for an average speed of 97.96 mph -- nearly 10 mph faster than the previous course record.

Built as the world's fastest racecar transporter, this one-of-a-kind Mercedes-Benz was powered by the same engine as the legendary 300SL 'Gullwing' sports car. Unfortunately, the original was scrapped in 1967 after serving as a workhorse vehicle in the company's test department.

The 'new' transporter is a near-exact replica -- 'near exact' since it was recreated without the benefit of blueprints of the original -- because they did not exist. The reconstruction project supervised by the Mercedes-Benz Classic Center encompassed seven years working from old photos, internal memos and reports and other descriptions to build the 'new' transporter.

Weighing nearly 7,000 pounds with a racecar on its bed, the Mercedes-Benz transporter was capable of achieving high speeds. 'Max. Speed 105 mph' was painted on its rear fenders to answer the frequently asked question -- 'How fast will it go?'

Following its appearance at the Pebble Beach Concours, the 'new' 1954 transporter will return to Germany with its priceless cargo -- the 300 SLR. The pair will be permanently displayed together in the new Mercedes-Benz Museum scheduled to open in March 2006.

by Pebble Beach Concours

by Mercedes-Benz

Roadster

It is truly remarkable that Mercedes-Benz was able to compete for the World Sports Car Championship less than a decade after World War II ended, considering the destruction of their factories. Their entry into the sport was the 300SLR (Sport, Leicht, Rennen, or Sport, Light, Racing).

Originally, there were nine SLR roadsters created for the program. In 1955, a Mercedes-Benz SLR won Italy's Mille Miglia (a 1,000-mile road race through the mountains), and averaged nearly 100 mph for ten hours and 1,000 miles - an unbroken record. Mercedes-Benz went on to win four more races and captured the World Sports Car Championship.

Engineer and expert racer Rudolph Uhlenhaut, was in charge of the postwar racing department. In 1955, Uhlenhaut had two of the SLR roadsters transformed into ultra-light, aerodynamic coupes. The roadster chassis was widened slightly and because of the high door-sill beams, the signature gullwing doors were required. These race cars were used for practice but never competed in a race. They weighed just 2,176 pounds and soon became a personal project for Uhlenhaut. In modern times, Mercedes-Benz owns both examples and remain a tribute to the genius of Rudolph Uhlenhaut.

The Mercedes-Benz 300SLR was considered one of the most advanced racing cars of its era. They were powered by a high-revving, twin-cam, fuel-injected straight-8 engine with a desmodromic (mechanically opening and closing) valve-train. The body was constructed from lightweight magnesium and was fitted with a unique air brake system for competition at Le Mans in 1955. There is a five-speed manual transaxle and top speed is in the neighborhood of 186 mph.

by Dan Vaughan

1955 24 Hours of Le Mans: A Tragic Vision

In the fog of war, the potential for friendly fire increases dramatically. And in such horrible moments a truly tragic scene develops that is every bit as terrible as the act of friendly troops being cut down by their own. Often a time of blame and finger-pointing, instead of honesty and commitment to stand together, is the immediate result. Unfortunately, such a scene would be about to unfold on the 11th of June, 1955. However, amidst the chaos and the tragedy, one man would see his way forward and would do his best to lead into an era of greater awareness and action instead of blame and apathy.

At six in the evening, a titanic battle would be clearly underway with two potent forces pounding away at each other. With such ferocity, it would be consuming all in its path. It truly was World War II all over again. But instead of some incredible tank battle it would be a motor race with two great teams, Mercedes-Benz and Jaguar enthralling the crowd and the drivers. Neither side would be giving in. Therefore, in the fog of this titanic battle, neither side would realize the truly horrific scene that was about to play out and, as a result, expose decades of apathy and abandonment of sound judgment.

The early 20th century would be a period of great adventure and discovery. Danger and the threat of death would be never far away as man stretched the limits. In fact, the danger would be considered part and parcel to the quest of pushing back boundaries. Forethought, it would turn out, would actually be hindsight.

At the time of this titanic battle raging between Jaguar and Mercedes-Benz, Europe had only emerged from the Second World War about a decade earlier. There were still portions of the continent in ruin or slowly being rebuilt. The war would remain on the minds of many, as would the rather comfortable acceptance of death and danger. After all, had it not been for men and women willing to face such incredible danger and incredible threats of death it would have been likely Mercedes would have considered Le Mans home territory by 1955. So there were many things, many obvious signs of danger that would go unnoticed until 6:26pm on the evening of the 11th of June.

The incredible crowd would be a part of the problem. Le Mans had always been a major draw, and in 1955, an estimated crowd of 300,000 descended upon the circuit for the 24 hour race. Tightly packed in along the start/finish straight, it truly was, as it would be realized later, an image of innocent lambs being led to slaughter.

But the crowd would play its part as well. Only a decade removed from the horrors of World War II, the French crowd would appear happy and enthusiastic cheering on the British car battling it out with the mighty German automobile. And, for someone like Jaguar driver Mike Hawthorn, that would only be further fuel for his competitive fire.

Similar to citizens during the American Civil War that would dress in their best and would wander out near a battlefield to watch the horrific action, Jaguar and Mercedes were lobbing heavy shells back and forth, in terms of their race pace. It was attracting a crowd and would quickly become mesmerizing. Unfortunately, no one was realizing how the firepower was actually ringing everybody together leading to an absolutely cataclysmic and terrible event.

But then, one errand shot would finally leave the barrel of the gun. Mike Hawthorn would pull over in front of Lance Macklin in a slower Austin-Healey in order to enter the pits. The disc brakes on the Jaguar would work well slowing Hawthorn's Jaguar down from more than 150mph. Unfortunately, Macklin would be caught out and would be forced to swerve in order to avoid hitting Hawthorn due to the fact he did not have disc brakes like Hawthorn's Jaguar.

Swerving to avoid hitting Hawthorn, Macklin would move a little too far to his left while trying to maintain control. This would be easy to do on the very narrow public roads used to comprise the Le Mans circuit and that passed along the start/finish straight. Horribly unfortunate, Pierre Levegh would be looking both ahead, and behind, him with his teammate Juan Manuel Fangio fast approaching from behind. The quick movement made by Macklin and the little to no reaction time Levegh would have at the wheel of his Mercedes-Benz would lead to the world of motor racing receiving the worse shock of its life as Levegh would leave the circuit, crash into a barrier and send pieces of the car flying through the heavy-packed crowd eventually killing more than 80 spectators. And, across the road in the pits, less than ten minutes from taking over the wheel of the very Mercedes that had just left the circuit and that had caused such catastrophe would be John Fitch. As a result of what he would witness, and of the immediate aftermath, this young American's life would forever change. And right at that very terrible moment, Fitch would emerge a leader, doing the very best he could to lead motor racing and the automotive world on a whole forward.

In the fog of war, when there is an instance of friendly fire, there is a chaos that usually descends upon the situation just before, and especially afterward. On the 11th of June, the chaos prior to the accident would be found on the circuit with Hawthorn and Fangio lowering the lap record with just about every passing lap. Believing to have achieved everything possible in motor racing, the Mercedes' team instructions to Fangio and Moss would be to race, which to them meant driving flat out, as though it were a grand prix. Never one to back down when he felt he had the car and the mood was right, Hawthorn would answer the challenge of Fangio and, in fact, would have to drive flat out in attempts to break the Mercedes anyway to even have a chance at overall victory with a pairing of Fangio and Moss driving the Mercedes.

This incredible fight on the circuit would soon swallow all of the other drivers up. It was as if the other drivers were dodging ricochet shots fired by each team. And in such a quickly fluid situation, errors in judgment become easy to make. And the horrific scene of death and chaos afterward would only prove this point.

While people on the other side of the circuit would be all but unaware of the accident and would carry on with the usually festive occasion that Le Mans usually was, the start/finish section of the circuit would be descending into further chaos, confusion and uproar.

Sitting sipping some coffee with Pierre Levegh's wife, Fitch would hear a terrible explosion. And, as both would take off running toward the pits, Fitch would clearly hear Mrs. Levegh scream. What he would witness from then on would make him a unique observer. It would also come to greatly impact and change him, starting with his follow-up encounter with Pierre Levegh's wife.

Amidst the screaming and shouting coming from the area of the grandstands as people began to take in the full weight of the horror, Fitch would again encounter Mrs. Levegh. It would be stated by someone in the Mercedes pits that the car involved had been number 20, the car driven by Levegh and Fitch. Without any confirmation, Mrs. Levegh would know her husband was dead and would say so a number of times even before having ever really heard that it was her husband that had been involved.

The cars would continue on, partly because the fog of war, the confusion, has finally, and firmly, descended upon the pit area. Though just Macklin's Austin-Healey and the Mercedes of Levegh had been involved, the confusion would cause of great amount of confusion and disarray to cloud judgments and set-off blame and finger-pointing that would carry one well into the early morning hours of the next day, indeed, even decades afterward.

Well and truly a bystander to all that is raging, on both sides of the track, Fitch would get a picture of the events that had transpired by witnessing the immediate aftermath and chaos of the moment, and this would prompt him into action, ultimately, for the rest of his life.

According to Fitch, Hawthorn would emerge from his car 'broken', and 'in tears and in agony'. But despite the number one driver's emotions, Ivor Bueb would clamor in behind the wheel, albeit quite unwillingly, and would carry on with the race. And the fact the race would carry on would add to the controversy and the finger-pointing.

Race officials would allow the race to continue out of fear that had the race been cancelled an estimated crowd of 300,000 people would have blocked the roads and made it practically impossible for all of the dead and injured to make it to the hospitals. Still, the decision would only add to the confusion and the perception of life going on as normal.

But Fitch was no longer living a normal life. What he had witnessed had already changed him. Though he would not give up on racing and would always be attracted by the danger and the thrill of speed, he would take his first steps of action by the late evening hours and would never turn back from then on.

The race continued with Hawthorn and Fangio out in their respective cars, still going at it. Mercedes, by the late evening, had built up a sizable margin with Fangio and Moss behind the wheel. Fitch would be on the phone trying to get through to some connections when he would overhear a journalist talking to his newspaper. Fitch would overhear, from this reporter, that the gendarmes had already calculated more than 60 people killed. This was one of the first reports of a death count of any kind to have been received over in the pits since the accident happened, and it so happened that it would be Fitch that would be the first one to hear the report and have any actual knowledge of the horrific scene still playing out over by the grandstands. This would really motivate Fitch.

Alfred Neubauer would be concerned with events out on the track given that Fangio and Moss were still in the lead. Therefore, Fitch would approach Rudolf Uhlenhaut, Mercedes-Benz's chief designer and the mastermind behind the 300SLR that Levegh and the rest of the Mercedes team were driving. John would speak to Uhlenhaut about what he had overheard. And, despite perhaps being out of place, would suggest to Rudolf the possibility of withdrawing from the race given the fact the end of World War II had only come about a decade earlier and that it had been a German car that had left the track and had come to kill so many French. Fitch's concern was that 'Mercedes, a German company, should not win the race, not when so many French had perished.' He discerned that to do so, to carry on to victory, 'would have been bad for relations; it would have been bad for everybody.'

Often times, the correct thing to do, the best thing to do, will be met with criticism and upon Fitch making such a recommendation to Uhlenhaut, Fitch would find himself in the crosshairs of members of his own team. This was understandable given that Mercedes had been leading at the time, but it would also expose the same errors in judgment and 'win at all cost' mentality that had led to the tragic event happening in the first place. The change within Fitch had occurred. Instead of reacting, he was now trying to be proactive and preventative.

Despite the protests and a passage of a great amount of time, mostly due to members of the Mercedes company being scattered all over Europe at the time, John's recommendation to Uhlenhaut would be determined as the best, and right, course of action to take. And, by the early morning hours of the 12th of June, Mercedes-Benz would withdraw from the race they had been leading for some hours.

Those on the other side of the circuit would wake the next morning bewildered and confused as to what had happened to the Mercedes-Benz team. The confusion on the other side of the circuit would be justified given the Mercedes of Fangio and Moss had been in the lead at the time many would have drifted off to sleep.

The dawn would come and would shed light on the darkness that had come to overwhelm Le Mans, both literally and figuratively. Rain was falling on the circuit, yet the race carried on. The pits were lively, and yet, scenes of death and destruction existed right there on the other side of the road.

Eventually it would be the Jaguar of Hawthorn and Bueb that would take the victory by a handful of laps over the 2nd place car, but as far as Fitch, the French people and organizers were concerned, that insignificant fact would matter little to what had transpired. Unfortunately, in the search for some answers, the blame-game would well and truly begin.

For one thing, Jaguar would come under fire for not withdrawing like Mercedes. They had played a part in the accident but declined to follow Mercedes' lead and quietly withdraw. Once again, the battle had consumed to the point of blindness and the French newspapers would make them aware of it the following day, and the reputation would suffer well into the future.

Moving beyond the teams, it would then be the ones out on the track, the drivers, that would next come under scrutiny and fire. Once again, Fitch would have to take the lead. A bystander and witness to the aftermath, he would be called upon to share his impressions of that fateful moment and the fallout immediately following. While many would not face up to the reality of drivers being responsible for the lives of others in and around them, passing it off to the 'intoxication' of the moment, Fitch's testimony would place a bit more weight and teeth to the subject. Giving testimony of things said and actions taken, Fitch moved the narrative past the apathetic response of simply blaming the deceased and older Pierre Levegh and would cause many, albeit while angering some no doubt, to face reality and to take measure of one's own actions. This stark reality, and the resistance to it, would change many lives forever, most notably John Fitch.

Following the terrible events at Le Mans, Fitch would continue to take part in motor races and would even take class victories in the 24 hour race. However, another main thrust of Fitch's life would be toward greater safety measures. That 'sad' day would drive Fitch work on such innovations as his Fitch Inertial Barrier system, the Fitch Compression Barrier and the Fitch Displaceable Guardrail system that would be employed on both motor circuits and highways saving thousands upon thousands of lives, behind the wheel and in the grandstands. Never ceasing in his search for greater safety, Fitch would be driven by the horror of the sight he witnessed that day, the 11th of June. But while many would try to merely 'carry on', Fitch would spend his life carrying motoring and racing in a new direction, one where apathy and acceptance would be replaced by awareness and foresight. The testaments of lives saved on the circuit and on the highways would only testify to Fitch's ability to lead and to cause people to look with tragic vision at how things are and how they may be improved. This is carrying on in the right direction; when the fog of war is lifted and people can truly enjoy the titanic struggle being played out before them.

Sources

The Deadliest Crash—The Le Mans 1955 Disaster (UK BBC 16 May 2010) Video. (2010). Retrieved 7 November 2012 from http://www.youtube.com/watch?v=asGtbXjYdK0

John Fitch and the 1955 Le Mans Catastrophe Video. (2009). Retrieved 7 November 2012 from http://www.youtube.com/watch?v=WOAQu4C3yAc

Martin, Douglas. 'John Fitch, Glamorous Racer with a Flair for Danger, Dies at 95', (http://www.nytimes.com/2012/11/01/sports/autoracing/john-cooper-fitch-glamorous-racer-with-a-flair-for-danger-dies-at-95.html?pagewanted=all&_r=1&). The New York Times. http://www.nytimes.com/2012/11/01/sports/autoracing/john-cooper-fitch-glamorous-racer-with-a-flair-for-danger-dies-at-95.html?pagewanted=all&_r=1&. Retrieved 7 November 2012.

'Obituaries: John Fitch', (http://www.telegraph.co.uk/news/obituaries/sport-obituaries/9654484/John-Fitch.html). The Telegraph. http://www.telegraph.co.uk/news/obituaries/sport-obituaries/9654484/John-Fitch.html. Retrieved 7 November 2012.

by Jeremy McMullen

1955 Tourist Trophy: One Last Victory

The tragedy at Le Mans on the 11th of June, 1955 would dramatically affect motor racing. For one of the manufacturers involved, Mercedes-Benz, it would be a confirmation of what it had already come to believe. Toward the end of the 1955 season it was known Mercedes-Benz would withdraw from all motor racing having achieved just about everything possible in Formula One and sportscars. However, on the 18th of September, there would be one last race in which the mighty Silver Arrows would be gunning for. And one of those that would be instrumental in the attack would be American John Fitch.

Prior to Le Mans, Mercedes-Benz executives were contemplating their future in motor racing. Having achieved just about every level of success possible, every championship they desired, the company reflected upon whether or not it was worth it to carry on as they had been over the last few years.

Having already won Le Mans back in 1952, Mercedes-Benz would return to the Circuit de la Sarthe for potentially one last attempt at the famous French classic. Part of the draw for the company would be the titanic battle the race promised to be with Jaguar having produced its latest D-Type.

The excitement within the teams, the press and the hundreds of thousands of spectators would be at a fever pitch as the drivers sprinted to their cars to begin the race on the 11th of June. Very quickly, the race would turn into the classic duel everyone longed for and expected from the two powerful teams.

At the wheel of the Jaguar, Mike Hawthorn would be on a mission to break the German Mercedes with Juan Manuel Fangio and Stirling Moss. Throughout the first two and a half hours neither Hawthorn nor Fangio would back down and the track record would continually fall lap after lap. Everyone was getting what they wanted. But unfortunately, what we often want is really not good for us. And just prior to 6:30pm, the once enthralling race would turn lethal as the Mercedes of Pierre Levegh would leave the track and would go barreling into a wall sending pieces of the car tearing through the tightly packed crowd along the start/finish straight.

The results would be terrible, catastrophic with more than 80 lives being lost, besides that of driver Levegh. Amidst the chaos and confusion, serious conversations would begin amongst those in the Mercedes team as to what to do. The terrible scene on the other side of the road from the pits would be a stark confirmation of what the company already knew to do in all motor racing and in the case of Le Mans at that time—withdraw.

The effects of the Le Mans tragedy would be wide-felt. Numerous races, for both sportscar and Formula One, would be cancelled. And, by August, there would be just two major sportscar races remaining on the calendar, one of them being the Tourist Trophy race held at Dundrod in Northern Ireland.

Mercedes intended to finish the season before it withdrew completely. However, this meant long gaps of time in between races due to a number of others being cancelled. Still, the Mercedes-Benz team would have the Tourist Trophy race and the Targa Florio still on the calendar in which it could compete before it would disappear from competition.

During the Le Mans disaster, one of those to play a prominent role in the team's eventual decision to withdraw from the race would be the American driver John Fitch. After overhearing a journalist speaking of the number confirmed dead, even in the very early moments after the terrible crash, Fitch would find himself to be a changed man to a degree and he would then approach Mercedes' chief designer, Rudolf Uhlenhaut, about the possibility of withdrawing from the race citing that it was the right thing to do for everyone.

Such a decision wasn't deemed 'right' in everyone's eyes. In an interview Fitch would give later on in his life he would admit that Stirling Moss would not be happy about the prospect. And who could blame him? The trip around the Circuit de la Sarthe in the Mercedes represented his best chance at victory up to that point in his career and such a decision would obviously take the highly-coveted prize right out of his hand.

Fangio would be another that would suffer had the team made the decision to withdraw as it would have meant four times in which he had failed to complete the race despite having driven in some of the best cars.

Still, the decision would be made. Mercedes would withdraw. Now, it could have been theorized that Fitch making such a suggestion, over-stepping his bounds as a driver so to say, would have led to him being let go. However, that would not happen. Furthermore, it would have been highly unlikely, given the testimony of Fitch about Moss' natural reaction that the two men would have ever been paired together in a race. But, once again, such assumptions would be wrong. Sure enough, when the Mercedes-Benz team arrived at the Dundrod circuit in preparation for the Tourist Trophy race, Stirling Moss and John Fitch would be partnered together in the number 10 Mercedes-Benz 300SLR.

The presence of the Mercedes-Benz team at Dundrod marked the 1955 Tourist Trophy race a special occasion. But it was already a special occasion as it was the Tourist Trophy's golden jubilee year. On top of that, the race counted toward the World Sports Car Championship. So it was slated to be a big event even before the cars began to arrive.

While the speeds would not be anywhere near as similar to one another, the 1955 Tourist Trophy race would be shaping up to be a Le Mans redo with Mercedes-Benz, Juan Manuel Fangio, Stirling Moss, Jaguar and Mike Hawthorn all present together once again. Additionally, the circuit upon which the race would take place would be similar in character to Le Mans. Rolling countryside and public roads, Dundrod had even a similar feel to that of Le Mans.

Located in County Antrim in Northern Ireland, the Dundrod Circuit was comprised of all public roads traversing the countryside literally just a few miles west of Belfast. Measuring 7.4 miles in length, just about a mile shorter than Le Mans, the circuit featured a seemingly endless array of fast sweeping turns and blind brows that easily cause cars to momentarily leave the road surface. A narrow road, wide-open, numerous elevation changes and quick, Dundrod was anything but a serene circuit void of danger. Still, with some spectacular views on the top of the rise on Leathemstown Road, the circuit would be a naturally beautiful circuit and a thrilling adventure for every driver.

With around 50 cars entered in the 84 lap race, the sea of cars would be overwhelming and the competition incredibly tight. Looking to take one last victory, Mercedes-Benz would enter three cars to tackle the 7.41 mile circuit. The number 9 car would be driven by Juan Manuel Fangio and Karl Kling. The number 10 car, Moss and Fitch. And the number 11 car would be driven by newcomer Wolfgang von Trips and Andre Simon. It would be an incredible field with fifteen manufacturers in the field.

Set to take place on the 17th of September, most everyone was looking forward to another great battle, but hopefully, without the tragedy. In Mercedes' case, they were looking to do what they had been on course to do at Le Mans.

In practice, the number 10 Mercedes would turn the fastest lap and would start from the pole. Right alongside would be another of the major players at Le Mans, the Jaguar driven by Mike Hawthorn and Desmond Titterington. A Ferrari 750 Monza driven by Olivier Gendenbien and Masten Gregory would start in 3rd.

Following the Gendenbien/Gregory Ferrari in 3rd would be the Mercedes driven by Juan Manuel Fangio and Karl Kling. The third Mercedes-Benz 300SLR, driven by Wolfgang von Trips and Andre Simon, would start the race from 7th.

The similarities to Le Mans would only continue as the drivers lined up across the road from their cars in preparation of the start of the race. And, as the flag dropped to start the race, it would be Stirling Moss that would be across the circuit, into his car and away first. Starting from the pole, Moss would lead the incredible throng of cars away on the beginning of what would be a 7 hour journey around the Irish countryside.

At the start of the race the weather would be warm, but it would remain dry. There was, however, an obvious threat of rain. This would motivate drivers to push a little harder at the beginning in order to be in a stronger position later on. But with so many cars, on such a tight and dangerous circuit and at the speeds the cars were averaging, as with Le Mans, the Tourist Trophy was balancing on a knife's edge between safety and catastrophic danger. There was no margin for error.

This reality would play out during the race's first few laps. The Ferrari 750 Monza of Gendenbien and Gregory would be out of the running before having completed one lap due to an unfortunate accident. But then, as with Le Mans, the narrow circuit packed with cars competiting against each other flat out would be a recipe for disaster.

Everyone was looking forward to a redo of the Mercedes/Jaguar duel. But, as with Le Mans, the Tourist Trophy race would be marred by tragedy. While those at Le Mans would get to enjoy a couple of hours of intoxicating racing, the tragedy at Dundrod would take place within the first couple of laps of the race. Most intriguingly, Lance Macklin, the driver of the car Pierre Levegh would hit that would launch him into the crowd at Le Mans killing so many, would barely make it through this terrible and lethal accident at Dundrod. It would be little wonder why the once jovial Macklin would change over the next few years.

Those that would not make it through

As the race wore on, it seemed more and more evident the weather would turn and the clouds would offer up some rain. Amidst these conditions, and on an already dangerous circuit, tragedy would again strike a sportscar race featuring an epic duel between Mercedes and Jaguar.

Near Deer's Leap, the Cooper-Climax T39 of Jim Mayers and Jack Brabham would hit a concrete pillar and would immediately burst into a ball of flame. Jim Mayers, who had been driving the car at the time, would be killed almost instantly. The immediate explosion would catch out William Smith at the wheel of a Connaught AL/SR. Smith would plow into Mayers and would eventually perish just a little while later.

After the horrible events at Le Mans, two more deaths would only add to the numbness many would feel over the course of the terrible season. Most unfortunate would be the fact that the horror wasn't yet over.

Moss would be strong right from the very beginning of the race. But, so too would Mike Hawthorn. Never one to let a German car in front of him, Hawthorn would push his Jaguar D-Type as hard as he had at Le Mans a few months prior. This would lead to him posting what would end up being the fastest lap of the race with a time of 4:42.0 at an average speed of nearly 95 mph.

It seemed as though Moss' and Fitch's attempt to take the overall victory would come apart, literally, early on in the race when the right-rear tire on the 300SLR began to throw its tread and absolutely tore through the rear-end bodywork of the car. Moss, incredibly, would manage to bring the car into the pits, even with the damaged bodywork and shredded tire. The Mercedes mechanics would set to work changing the tire and pulling away some of the more dangerous, dangling bodywork. Still, the car would be sent back on its way.

Having lost a lot of time due to the repairs and the problems with the car, both Moss and Fitch would drive absolutely flat-out in an effort to catch back up and regain even a shot at the win. Feeling right at home behind the wheel of a sportscar, Fitch would perfectly suit Moss and the two would work strongly to regain what was lost.

As the rain began to really fall all around the circuit, the accidents would keep coming. A total of 9 entries would fall out of the running through just the first two laps of the race due to accidents. Of course, two of those would be fatal. But then, on what was his 35th lap, Richard Mainwaring would lose control of the Elva-Climax he was piloting and would crash off the circuit. As a result of the crash a third driver would be lost. The day was seeming getting worse and worse. In fact, the early pileup that would claim the lives of Smith and Mayers would be the biggest accident the event would ever see in its entire history.

It was clear the cars of that day were out-pacing the roads upon which they were competing. Incredibly dangerous, the combination of fast cars and narrow roads were still making for some incredibly entertaining action. And, despite the lethal events, the crowd would remain, watching Hawthorn and Titterington do their best to hold off the Mercedes of Moss and Fitch.

Moss had proven to be the fastest around the Dundrod circuit in practice. Therefore, once the repairs on the car had been made, both he and Fitch would manage to bring the car up to 2nd place overall behind Hawthorn and Titterington.

Still, Hawthorn and Titterington would manage to hold off Moss and Fitch turning some truly fast laps around the 7.41 mile circuit. At Le Mans, Mercedes would make the decision to withdraw from the race thinking it the right thing to do. Mercedes offered Jaguar do the same out of respect and as a sporting gesture. Jaguar's team management would refuse the proposal and would carry on to an easy win. Perhaps, it was this decision that affected the results at Dundrod that day?

One lap remaining in the race, the Jaguar of Hawthorn and Titterington remained in the lead ahead of the Mercedes of Moss and Fitch. Despite everything that Moss and Fitch could do, the Jaguar was just too far out of reach for the German team. It seemed one of the last races on the calendar would slip through the team's fingers. But, all of a sudden, everything would change.

All of a sudden, the Jaguar would come to a screeching halt just a few miles away from the finish line. The engine on the Jaguar would seize leaving Hawthorn without any hope of winning the race, or even finishing.

No doubt slowed by the damage and the weather conditions, Moss and Fitch had been unable to close down the gap enough to be able to challenge for the lead of the race outright. But as Moss powered by the stricken cat resting by the side of the road, it was clear Mercedes' departure from motor racing would be 'gifted' with one last present. And, due to the talents of Stirling Moss and John Fitch, Mercedes would be on track to take just one more victory.

The retirement of Hawthorn would lead to Mercedes being able to join up for yet another sweep of the top three positions in the finishing order. Streaking across the line with arm raised, Moss would take the victory and would be joined by co-driver Fitch in the victor's celebration. Following along behind the lead Mercedes would be the Mercedes of Fangio and Kling one lap down. The 3rd spot would go to the other Mercedes of von Trips and Simon yet another lap further behind.

It would take Moss and Fitch 7 hours and 3 minutes to complete the 84 lap race distance. And for two men that would never achieve an overall victory at Le Mans, the victory at Dundrod would be a special achievement in their sportscar careers. In the case of John Fitch, who would drive brilliantly and mistake-free throughout, the victory at Dundrod would cap off a season that began with a class victory in the ever-dangerous and tough Mille Miglia at the wheel of a Mercedes-Benz 300SL. The result at Dundrod would also prove to be one of the finest overall victories of his entire career. Both he and Moss would overcome the terrible setback of the shredded tire to drive a superb race good enough to earn victory upon Hawthorn's retirement.

The Tourist Trophy race would be a special race for those at Mercedes-Benz as, for more than 30 years, it would prove to be the final victory the manufacturer would achieve in either Formula One or sportscar racing. And, as a result of his and Moss' exploits on that day in September, Fitch would hold a special place in Mercedes-Benz racing history.

Sources:

'History of the Tourist Trophy—Race Profile', (http://www.sportscardigest.com/history-of-the-tourist-trophy-race-profile/2/). Sports Car Digest: The Sports, Racing and Vintage Car Journal. http://www.sportscardigest.com/history-of-the-tourist-trophy-race-profile/2/. Retrieved 8 November 2012.

The Deadliest Crash—The Le Mans 1955 Disaster (UK BBC 16 May 2010) Video. (2010). Retrieved 8 November 2012 from http://www.youtube.com/watch?v=asGtbXjYdK0

Tragedy Mars Ulster T.T. 1955 Video. (1955). Retrieved 8 November 2012 from http://www.britishpathe.com/video/tragedy-mars-ulster-t-t

'1955 Tourist Trophy', (http://www.teamdan.com/archive/wsc/1955/55tt.html). 1955 Tourist Trophy. http://www.teamdan.com/archive/wsc/1955/55tt.html. Retrieved 8 November 2012.

'Complete Archive of John Fitch', (http://www.racingsportscars.com/driver/archive/John-Fitch-USA.html?page=2). Racing Sports Cars. http://www.racingsportscars.com/driver/archive/John-Fitch-USA.html?page=2. Retrieved 8 November 2012.

Wikipedia contributors, 'Dundrod Circuit', Wikipedia, The Free Encyclopedia, 2 October 2012, 14:31 UTC, http://en.wikipedia.org/w/index.php?title=Dundrod_Circuit&oldid=515630611 accessed 8 November 2012

by Jeremy McMullen

Coupe
Chassis number: 196.110-00008/55

The Mercedes-Benz 300 SLR Coupe was given the nickname, the Uhlenhaut Coupe, named after the former head of vehicle development and creator of the 300 SLR, engineer Rudolf Uhlenhaut. Two coupes were built using the 3.0-liter, straight eight-cylinder engine and had a weight of just under 2,500 pounds. The 300 SLR Coupe was the fastest closed roof vehicle of its day, having a maximum speed of nearly 180 mph.

by Dan Vaughan

Mercedes-Benz has one of the oldest and most storied histories of any auto manufacturer. Its cars have dominated on the race track and introduced new technologies to the street. The company's name and unmistakable three-pointed star have come to stand for automotive excellence and for an ability to innovate while maintaining an inextricable tie to tradition and heritage. Many Mercedes-Benz models have become classics, and a few have become outright legends.

Of those legendary cars, one sticks out as being instantly recognizable for its engineering perfection, aesthetic greatness, and fabled past. The Mercedes-Benz 300 SLR, along with the tales of dominance and disaster surrounding it, has become one of the most important models to ever be created by its infinitely influential parent company.

The early racing cars of Mercedes-Benz were revered for their durability and competence. From their menacing bully the Blitzen Benz to the streamlined Silver Arrows, Mercedes-Benz racers went into races with great technical advances and came out with victories.

The story of the 300 SLR begins with the 300 SL. First brought to the racetrack in 1952, the 300 SL was a modern design that proved almost unbeatable in competition. In its first race, the car placed 2nd in the Mille Miglia with Karl Kling behind the wheel. Kling lost to a Ferrari by just four minutes—a mere hair given the event's 1,000 mile length. Most manufacturers would have been more than content with such a superb finish in one of the most challenging and dangerous races in the world, but Mercedes-Benz didn't want their new car finishing second to anyone. Every other race in which the 300 SL was entered saw Mercedes-Benz take a 1-2 finish with its brilliant racer. The cars were raced only for the 1952 season, but overt success at such challenging races as the Carrera Panamericana sparked interest in a production version which was to go in sale in 1954.

With its 300 SL racer, Mercedes-Benz carried on a tradition of perfection. The advanced construction of the car used a precisely fabricated tubular frame as a rigid chassis. The engine, which was tilted 40 degrees to fit beneath a low hoodline, was mounted within the frame along with the rest of the driveline, the steering and suspension pieces, and the gas tank. Over this frame was a clean and streamlined body designed by Karl Wilfert. When tested in a wind tunnel, the 300 SL's body was shown to have a shockingly low coefficient of drag of just 0.25. Instantly recognizable with its gullwing doors, the 300 SL race and street cars were some of the most remarkable cars to come from Mercedes-Benz.

Taking a break from racing in 1953, Mercedes-Benz instead took time to develop new cars for the 1954 season that could continue their strong racing success. Thus, the W 196 was developed. There were 10 produced, all Grand Prix cars. Using an engine completely different from the 300 SL's, the W 196 was powered by a 2,496cc straight eight. The powerful engine made 280hp at 8,700rpm in final form. To reduce vibration and place less stress on the engine's crankshaft, a radical design was implemented that placed the crankshaft drive in the center of the engine allowing for a power takeoff from the middle of the unit. There were four cylinders ahead of the power takeoff, and four cylinders behind. The design worked well, and the W 196 cars went on to win 11 of the 14 races in which they were entered in 1954 and 1955.

It was the W 196 that would form the basis of the 300 SLR. The basic engine design and chassis layout were to be shared between the two, and the lean bodywork of the 300 SLR owed more to the W 196 than to the 300 SL. Still, the 300 SL of 1952 was instrumental in fostering the design of the tubular chassis that was to underpin both the W 196 and 300 SLR. The 300 SLR was a culmination of lessons learned through the 300 SL, W 196, and other famously successful Mercedes-Benz racecars of the company's proud past.

Looking simply at the 300 SLR's name gave the false impression that the car was simply a racing version of the 300 SL with a similar 3.0L straight six. In actuality, the 300 SLR was a wholly different car with a newer, more technically sophisticated engine design based closely on the power plant of the W 196.

Introduced for the spring of 1955, the 300 SLR used a straight eight with the power takeoff still at the center of the engine but with displacement enlarged to 2,992cc. The larger displacement was used to make the 300 SLR more competitive in the World Championship of Makes where the displacement limit was three liters. The 300 SLR's engine was made up of two blocks. They were constructed of an alloy using aluminum and magnesium for light weight. The valvetrain on the 300 SLR's straight eight was desmodromic. In a desmodromic design, camshafts are used to close the valves as well as open them. A compression ratio of 12.0:1 was used, and maximum engine speed, at 7,600rpm, was lower than the W 196's. Output ranged from 276bhp to a reported 345bhp.

With its centrally located power takeoff, the straight eight of the 300 SLR was uncharacteristically short. It fit snugly into a tubular chassis similar to the W 196 and 300 SL before it. Sheathing the chassis were some of the most elegant bodies to ever clothe Mercedes-Benz racers. Long, dramatic noses featured gills on their sides from which exhaust pipes sprouted. Sheet magnesium was chosen as the body material. The gas tank, mounted as the very back of the chassis, was covered in a panel that featured a swept back bulge behind the head of the driver or, on cars destined to carry a passenger, behind both riders.

The lovely panel that shrouded the gas tank was more than a decorative flourish. It was this panel that was hinged at the rear and could be raised as an airbrake. The use of an airbrake was one of the most interesting technical features of the 300 SLR. The large panel supplemented strong inboard drum brakes. Mercedes-Benz experimented with different means of activating the airbrake. They tried, for instance, using a linkage to activate the brake automatically as soon as 2nd gear was selected. In the end, though, the airbrake was left as a manually engaged item that was most notably taken full advantage of by Juan Fangio. One of the best drivers who ever lived, Fangio was capable of just about anything. His masterful use of the airbrake to improve braking, reduce brake wear, and aid cornering was incredible. He knew exactly how to best handle the Mercedes-Benz racer.

Fangio wasn't the only famous driver on the Mercedes-Benz team during the 300 SLR's tenure. Stirling Moss was also driving for the marque at the time. With phenomenal drivers piloting highly sophisticated machines with awesome performance, success was a given for Mercdes-Benz and its 300 SLR vehicles.

The winning began as soon as the first 300 SLR was first raced. Stirling Moss drove the 1955 Mille Miglia with Denis Jenkinson as his navigator. Jenkinson had mapped out the entire course and noted details on an 18-foot scroll. All of the corners had been rated for severity. Using the terms 'saucy,' 'dodgy,' and 'very dangerous' as the three ratings, Jenkinson and Moss developed a route map that proved their playfulness as well as their commitment to running the race well. The two men made a great team, finishing as victors of the Mille Miglia with a time that would never be beaten.

The drive had been outrageous, with speeds upward of 170mph having been achieved. The brakes worked very well on the car, but by the race's end they had become so worn that not only all of the pads but much of the aluminum on the brake shoes had been ground away. The layout of the 300 SLR placed the driveshaft running between the legs of the driver. This led to the driver's need to straddle the driveshaft tunnel, operating the clutch on the left side with the brake and gas on the right. Worn brakes and an odd driving position couldn't slow the 300 SLR, though, and the Mille Miglia win was a great example of how capable the car was.

Such great success was tempered by what may have been the worst tragedy to ever occur during an automobile race. At the 1955 running of Le Mans, Mercedes-Benz was doing well. The three 300 SLR racers were some of the fastest cars there, and they surely were capable of winning the race outright. Rules had changed for '55, though, and different classes of cars had become allowed to compete at the same time. This lapse in judgment on the part of Le Mans organizers caused slower cars to become dangerous obstacles impeding the paths of cars like the Jaguar D-Type and Mercedes-Benz 300 SLR as they traced the track with cruise missile velocity.

The inevitable happened in the evening of the '55 Le Mans race. A 300 SLR was inadvertently cut-off by an Austin-Healy swerving to avoid a D-Type pulling into the pits. The 300 SLR, driven by Pierre Levegh, slammed into the back of the Austin-Healy. The Mercedes-Benz was thrown into a wall, where it ignited and became engulfed in flames. Levegh was killed instantly. In a horrific display of fireworks, burning fragments of the 300 SLR were hurled into the crowd. The lives of 82 spectators were lost as the tragedy unfolded.

Mercedes-Benz entered six races with the 300 SLR before Le Mans, and they won all of them. Had disaster not ruined Le Mans, the company likely would have had a perfect season. Even after the wreck Mercedes-Benz was leading at Le Mans. But the accident was far too much for the company to bear. Mercedes-Benz called in its other two Le Mans runners and solemnly withdrew from motor racing entirely. It would be years, decades, before Mercedes-Benz entered another race.

Though the 300 SLR's story was cut tragically short, history has kept alive the bright days of the car's earlier wins. The 300 SLR has become a Mercedes-Benz icon. Bringing the name back on the Mercedes-Benz SLR McLaren that debuted at the 2003 Frankfurt Auto Show has allowed the spirit of the 300 SLR to live on into the 21st century. The lives lost at Le Mans in 1955 will never be forgotten, but neither will the genius of the engineers and excellence of the drivers who made the 300 SLR much more than just a car.

Sources:

Adler , Dennis. Daimler & Benz: The Complete History. New York: HarperCollins Publishers, 2006. Print.

Nitske, W. Robert. Mercedes-Benz: 300 SL. Tuscon, AZ: Motorbooks International, 1974. Print.

Nitske, W. Robert. Mercedes-Benz: A History. Tuscon, AZ: Motorbooks International, 1978. Print.

by Evan Acuña

With a top speed of 130-155 mph, depending on the axle ratio, the 300SL was one of the fastest vehicles of the 1950's. Its performance, design, reputation, and futuristic Gullwing door's were all responsible for the success of the vehicle. The 'SL' represented 'Sport Leicht' or 'Sport Light'.

An American Max Hoffman is partly responsible for the mass-production of the 300SL. He had urged Mercedes-Benz to create the vehicle for the American market. In 1954, the vehicle was officially presented to the world at the New York Auto Show. This was not its first appearance. It had been raced in several international events that included Mexico's Carrera Panamerican road race, Berne, Nurburgring, and the Mille Miglia. Prototypes had been entered in the 1952 24-hours of Le Mans where they were victorious. These successes on the race track, including endurance runs, guaranteed a reliable, fast, performance machine.

In 1955, the famous Stirling Moss drove a 300 SLR to victory in the 1955 Mille Miglia where he averaged a speed of 157.6 km/h for 1,600 km. (97.9 mph for 994 miles). A 300 SLR was leading the 24 Hours of Le Mans when it was withdrawn from the race. A horrible accident had occurred where a car had killed 82 spectators during the race.

The 300 SL was powered by a fuel-injected, overhead-cam, six-cylinder engine and produced around 215 horsepower at 6200 RPM. It was the first vehicle to ever use fuel-injection with a gasoline-powered engine. The large drum brakes, independent suspension, and four-speed manual transmission helped give this vehicle super-car status. The silver color was by far the most popular. Other color options available were dark blue and black. The leather interior was optional with cloth upholstery being standard equipment.

The Gullwing or butterfly-wing doors were well received by owners and spectators. They added a distinctive quality that could not be found in any other vehicle at the time. The Mercedes 300SL was first a race car. It was built using a tubular space-frame chassis and conceived by DBAG's chief developing engineer Rudolf Uhlenhaut. In an effort to keep the vehicle as light as possible and to retain the necessary strength, Gullwing doors were used. The doors were not without their problems though. Getting into and out of the vehicle was rather difficult. Due to the doors, the vehicle was prone to leaking and difficult to repair. As a result, after 1,400 examples had been produced, the Gullwing doors were replaced by the 1957 roadster. The roadster with its conventional doors, updated suspension, and convertible roof proved to be more popular than the previous design. More than 1,800 roadsters were sold.

Disc brakes were added in 1961 as was the alloy block.

Throughout the seven-year production of the 300SL, the car endured major changes both mechanically and aesthetically. Throughout it all, it retained its race-breed heritage and supercar status.

by Dan Vaughan

The Mercedes-Benz 300 was produced from 1951 through 1958 and is one of the most graceful and classic creations of the post-World War II era. The style was both classic and modern and built to high standards. They were constructed from fine materials using the latest in technology and achieving minimal weight with a high degree of strength.

The 300 was built on a traditional body-on-frame construction as many other marque's, including most of the Mercedes-Benz line, had switched to unit-body construction. The body-on-frame construction was ideal for maintaining a high level of quality for vehicles produced in limited quantities. The front end was suspended in place through the use of an independent suspension with A-arms and coil springs. The rear was the tried-and-true swing axle with coil springs.

Under the bonnet was a 2996-cc six-cylinder engine with Bosch mechanical fuel injection that produced 175 horsepower. Considering the modest wheelbase size and the overall low weight of the vehicle, the 175 horsepower was more than enough to carry these custom-built vehicles at highway speeds with little effort. The car was fast, luxurious, safe, and comfortable.

From November of 1951 through March of 1962, there were 11,430 examples of the Mercedes 300 constructed. Most were built atop of a 120-inch wheelbase and with a four-door configuration. Just over 700 were convertible sedans.

The 300 had been introduced at the Frankfurt Auto Show. Mercedes-Benz selected the Paris Auto Show to introduce the next iteration of the 300-Series, the 300S. This was a much sportier version that rode on a shortened, 114.2-inch wheelbase, and built in a 2-door open and closed configuration. The engine was a multi-carbureted unit that produced just over 160 SAE horsepower.

The Mercedes-Benz 300S was a very fast automobile that still retained luxury, comfort, and style. Built in very limited quantities, it was an exclusive automobile.

Production of the 300S lasted from 1952 through April of 1958 with a total of 760 examples being constructed.

The final iteration of the 300-Series was the 300SC, which made its appearance at the 1955 Paris Auto Show. It was given a detuned version of the 300SL's Bosch mechanical fuel-injected engine and a new 'low-pivot' swing axle rear suspension.

by Dan Vaughan

Eternal youth is a miracle bestowed on only a small number of cars, and the Mercedes-Benz 300 SL coupe is one of this elite group. The Stuttgart-based brand unveiled its new sports car in February 1954 at the International Motor Sports Show in New York, and in so doing lit the fuse for an icon of the automotive world. With its flat, graceful body, the 300 SL had lost nothing of its freshness even as the millennium drew to a close and was voted 'Sports car of the Century' in 1999. 'Gullwing' doors provided that essential touch of inspiration, opening up towards the sky to reveal a tightly sculptured interior. The history of the 300 SL is inextricably linked with the life of an influential admirer. American importer Maximilian E. Hoffman it was who urged Mercedes-Benz to build a road car in the image of its racing coupe, the start of production in 1954 providing a sweet fruit for his endeavors. The assembly lines may have waved goodbye to the last of the only 1,400 units of the 300 SL coupe ever made in 1957, but the spirit of this extraordinary car most certainly lives on.

From the race-track to the road

The Mercedes-Benz 300 SL was conceived initially as a purpose-built racing sports car (W 194). In 1952, the coupe notched up an impressive record of success in the year's major races. At the Grand Prix in Bern the 300 SL sealed a clean sweep of the podium places, an awesome performance backed up by a one-two finish ahead of a stunned field in the 24 Hours of Le Mans. The Nürburgring duly yielded another one-two-three, and the new Mercedes racing sports car also claimed victory in the Carrera Panamericana in Mexico. It all added up to a majestic return to motor sport for Mercedes-Benz, picking up where the brand had left off during a highly successful period before the Second World War.

Although there were initially no plans to send the 300 SL into series production, the Daimler-Benz Board had been left with the words of Maximilian ('Maxi') Hoffman ringing in their ears. The official importer of Mercedes-Benz cars into America campaigned tirelessly for a sports car to offer his well-heeled clientele, and the 300 SL racer fitted the bill perfectly. After lengthy deliberations, the green light was given for series production of the road-trim 300 SL (W 198), as well as a smaller, open-top sports car, the 190 SL (W 121).

The two models were due to celebrate their premieres less than six months after the Board had granted the project their approval. The occasion was the International Motor Sports Show taking place in New York from February 6 –14, 1954 and at the time America's most important auto show. The engineers rose to the challenge of their race against the clock, and the 300 SL and its smaller brother, the 190 SL, were ready to receive the acclaim of the admiring crowds. Series production began in Sindelfingen in August 1954 and the price was fixed at 29,000 Marks – a quite enormous sum at the time, especially when you compared the new model alongside the Mercedes-Benz 170 Vb – on sale at 7,900 Marks.

The body

The body of the 300 SL was developed with the primary aim of cutting aerodynamic drag to a minimum. The result was a streamlined form with few adornments, a car which adhered faithfully to its design brief and which has retained its freshness and allure to the present day. Wonderfully proportioned and extremely dynamic, it was as if the 300 SL – surging forward on its wheels – had been cut form a single mold.

The new sports car was a real crowd-puller, thanks in no small measure to its wonderfully charismatic 'gullwing' doors. Rather than serving merely as a stylistic gimmick, they represented the central element of the 300 SL design, the ultimate example of necessity as the mother of invention. The car's aluminum skin was stretched over a tubular frame, which – in the interests of stability – rose much further than usual up the sides of the vehicle, making it impossible to fit conventional doors. The response of the engineers was to devise an upwards-opening door concept. The elegance of the car's side view remained undisturbed by a door handle, with a discreet pull-out bar disengaging the lock. The door then opened upwards with the help of a telescopic spring.

The tubular frame for the 300 SL, designed by Rudolf Uhlenhaut, reduced weight to a minimum but provided maximum strength. A series of extremely thin tubes were welded together into triangles to produce a frame which boasted impressive torsional stiffness and was only subjected to compression and tensile forces. In the standard SL the frame tipped the scales at only 82 kilograms, whilst the complete car in ready-to-drive condition and including the spare wheel, tools and fuel weighed in at 1,295 kilograms.

The body of the 300 SL was constructed largely out of high-grade sheet steel, although aluminum was used for the engine hood, trunk lid and the skin panels for the door sills and doors. For a relatively small extra charge, customers could choose to have the whole body made from light alloy, which cut 80 kilograms off the car's total weight. However, only 29 SL customers took up this option and today their cars are highly sought-after rarities.

The technology

The technical make-up of the 300 SL owes much to the Mercedes-Benz 300 (W 186 II) sedan, the vehicle of choice for many statesmen and industrialists and also known as the 'Adenauer Mercedes'. The six-cylinder engine featured a number of modifications, one of which saw the carburetor replaced by a direct injection system – a technical advance that was years ahead of its time. This new technology boosted output to 158 kW (215 hp) and the car's maximum speed up as far as 260 km/h, depending on the rear axle ratio. Customers could order their SL with a choice of five different ratios. The standard 1:3.64 variant was set up primarily to deliver rapid acceleration and capable of 235 km/h. The 1:3.89 and 1:4.11 ratios were good for even faster acceleration, whilst the 1:3.42 option offered a higher top speed. This figure rose still further – to 260 km/h – when the ratio was set at 1:3.25. However, this 'resulted in greatly reduced acceleration, making the car less enjoyable to drive in downtown city traffic,' as the sales information pointed out. The 300 SL hit 100 km/h in just 10 seconds, with car testers at the time measuring fuel consumption at an average of 15 liters per 100 km. A 100-liter fuel tank was positioned at the rear of the car and could be enlarged to 130 liters at an extra charge.

The engine had to be tilted 45 degrees to the left in order to squeeze under the hood of what was an extremely flat car, thus reducing the amount of space in the passenger-side footwell. The SL's center of gravity was almost exactly in the middle of the car, laying the perfect foundations for fast and precise cornering. The chassis was essentially the same as the 300a sedan's, but with sportier tuning, and the drum brakes were adapted in response to the increased performance of the muscle-bound sports car. Only later, in the 1961 roadster variant, were these replaced by disc brakes all round.

The interior

The interior of the 300 SL was more solid than spectacular. The standard fabric seat upholstery was available in a choice of three checked patterns, but most customers opted for leather instead. The body paintwork came in silver metallic as standard, although red, dark blue, and black also proved popular.

A shortage of space made getting into the 300 SL something of a challenge – this was, after all, a sports car. Fortunately, the steering wheel could be folded down, allowing the driver to twist his or her legs in the direction of the pedals. Once seated, the driver enjoyed an ergonomically impressively refined cockpit design. The steering wheel was just the right distance for the arms to reach and the driver's feet moved intuitively onto the pedals: the 300 SL was very much a driver's car. In addition, the instrument panel was extremely tidy and clearly laid-out, with the rev counter and speedometer in the center of the driver's field of vision, as you would expect.

The handling characteristics

Out on the road, you quickly realized why the 300 SL had been christened with those particular letters – the car was certainly Sporty and Light. With an engine delivering 215 hp and a total weight of only around 1,300 kilograms, acceleration was suitably impressive – especially with the right choice of rear axle ratio. Exceptional torque ensured good pulling power at any speed. The steering was direct and the suspension made sure that the car hugged the road nicely. There's no doubt that the 300 SL was a sports car of the finest pedigree. That said, it was far from impractical, as many owners were quick to appreciate. For them, this was a high-speed touring car that offered precise driving characteristics but which avoided sapping the energy of the driver unduly. The trunk was sufficiently large, complemented as it was by the extra room behind the seats for additional baggage. Plus, customers could order a made-to-measure luggage set designed to make the most of the space available.

How the press saw the 300 SL

The press at the time were falling over themselves to lavish praise on the 300 SL. 'Autosport' reported that: 'The exterior form of the 300 SL is quite wonderful and its performance almost unbelievable. The construction of the car and its production quality are first class and the whole concept represents an uncompromising realization of all the new ideas.' After its initial test, 'Road & Track' wrote: 'We are looking at a car where a comfortable interior is complemented by remarkably impressive handling characteristics, quite incredible roadholding, light and precise steering, and performance levels which are up there with – and even an improvement on – the best cars the automotive industry has to offer. There is only one thing left to say: the sports car of the future has become a reality.' And 'auto, motor und sport' noted: 'The Mercedes 300 SL is the most refined and at the same time the most inspirational sports car of our era – an automotive dream.'

Maxi Hoffman keeps up the pressure

The first units of the 300 SL were sold in Europe in 1954, whilst Maxi Hoffman received his first customer car in March 1955. A total of 1,400 Gullwings rolled off the production line, the lion's share of which – some 1,100 units – found their way to the USA. Hoffman had thus assessed the response of the market to the car extremely well and had every right to be satisfied with his work. However, he had also succeeded in stoking the expectations of his discerning customers, who now wanted a touch more comfort in their cars, a larger trunk and, in many cases, a cabriolet version. Hoffman passed the message on to Stuttgart and once again his request bore fruit – this time in the form of the 300 SL roadster (W 198 II) unveiled in 1957.

Success on racetracks and rally courses

The racing genes of the 300 SL tempted renowned racing drivers and privateers from all over the world to enter sports car races and rallies. The 300 SL made its first appearances in the popular racing events of the time in 1955 – and didn't have to wait long before tasting success. The Mercedes-Benz 300 SL attained legendary status well before the assembly lines ground to a halt, thanks in part to its success in race competition but most of all to the captivating allure of its stunning design. The 300 SL has been counted among the world's most sought-after and highly rated cars for 50 years now, and its status as one of the most revered classic automobiles on the market is set to remain intact for quite some time to come.

by Mercedes-Benz

by Mercedes-Benz

Large and luxurious, the Mercedes 300 series was built from 1951 until 1957 in its original form. The company's largest and most-prestigious models, the Mercedes-Benz Type 300 is considered a trademark of the era throughout the 1950s. With a 3 liter engine capacity, the name 300 said it all. Exclusive, expensive, elegant and full of power, the Type 300 vehicles were in an elite status all of its own. In a tribute to the Chancellor of Germany at the time, this series was often referred to as the Adenauer, after Konrad Adenauer. During his time as Chancellor, Adenauer used a total of six of these vehicles.

The main competition that the 300 Series faced during its production time was the less-expensive Ponton series. A large majority of the company's sales were directed in the area of this cheaper series. During the early 1960's, both the Ponton series and the Type 300 were eventually replaced by the 'Heckflosse' cars.

Available as either a sedan or cabriolet, the Type 300 was offered both with four doors, along with seating for six. With a more modern body, the 'W186' Type 300 was built on a pre-war chassis, yet it utilized a modern 3 L straight-6 engine. The most interesting feature was a rear load-levelling suspension that was operated by a switch on the dashboard. Many other luxury features were offered on this series, these included a VHF mobile telephone, a dictation machine and a Becker radio. The Chancellor's personal vehicle was equipped with a writing desk, sirens, a dividing partition, curtains, and many more features.

A special Type 300 Lang, Innenlenker model was a limousine version that rode on a 20 cm (7.9 in) longer wheelbase.

The Type 300 b was introduced with power brakes in 1954. In September of 1955, a larger rear window was featured on the Type 300 c. Also featuring a swing axle rear independent suspension, the Type 300 c was sold at $10,864 in the U.S. with the convertible available at an expensive $14,231.

In August of 1957, the B-pillar was updated for the hardtop look in the Type 300 d. With a total of 3,077 produced, the d was produced until March of 1963. Available with a compression ratio of 8.55:1 and Bosch fuel injection, the d produced 160 hp. The W112 300SE replaced the limousine version.

Mercedes-Benz's top-end vehicle in 1952 following its introduction, the 'W188' Type 300 S was available as a 2+2 coupe, cabriolet or roadster. Marketed as one of the top luxury vehicles in the world, the W188 was actually very similar mechanically to the more contemporary W186. The Type 300 Sc received the addition of fuel injection in 1955, along the same time that Mercedes-Benz's 'low-pivot' independent suspension was substituted. Dual chrome strips were placed on each side of the hood that denotes the 'Sc' model.

The 300 S line was an established Mercedes tradition, 2-door convertible and coupe versions of the limousine model. These models had a body built on a separate chassis, and were conventionally styled grand tourers. The SL, which stood for 'Sport Leicht', and can be broken down to lightweight sportscar, was introduced in the same year. Essentially a derivative of the ‘ordinary' Mercedes 300 series, there was really nothing ordinary about the 300 SL.

The vehicle that was responsible for re-establishing Mercedes-Benz as a formidable power in sports vehicle racing following World War 2, the 300 SL was introduced in 1952. Beginning as a thoroughbred road racing vehicle, the exotic 300 SL finished its career in 1963 as a very fast convertible for the wealthy.

Following such an impressive impact on car enthusiasts worldwide, there has continued to be an SL model in the Mercedes Range ever since. There has never been another SL model in the Mercedes range that has been able to live up to the prestige, engineering and styling of the original 300 SL.

Introduced at the 1953 Mille Miglia, where a total of 300 SL's took part in the event, the original 300 SL was first introduced as a contender for the famous road races of those days. One of the SL models took 2nd place, and another took 4th place, making a very impressive mark on viewers. This was only the beginning of many more racing successes soon after.

by Jessican Donaldson