120 Year Anniversary of the Mercedes-Benz Unterturkeim Plant

 

Mercedes-Benz Untertürkheim site: Daimler-Motoren-Gesellschaft around 1908

Back in 1904: The month of May, Mercedes-Benz company history records the relocation of the administration of the Daimler-Motoren-Gesellschaft from Cannstatt to the new plant in Untertürkheim. It is the birth of one of the oldest Mercedes-Benz locations worldwide, which is celebrating its 120^th anniversary this year. The plant increasingly focused on the production of engines and components and was also a central location for development and testing after initially producing engines, transmissions and axles as well as complete vehicles. 

Research and development of drive technologies are a key element at the location. The newly opened Mercedes-Benz eCampus, a competence center for the development of cells and batteries for future electric vehicles of the brand with the star, marks an important milestone for the 120-year-old location in the transformation to electromobility. Investments in the three-digit million-euro range will strengthen Untertürkheim’s role as a high-tech facility for drive technologies – a clear commitment to the workforce and to Baden-Württemberg as a centre of automotive competence.

“The Stuttgart-Untertürkheim site and its great team stand for the success story of Mercedes-Benz. With new, sustainable high-tech products, the plant is ready to continue this story. Untertürkheim will also drive Mercedes-Benz in the truest sense of the word in the electric age, thus reinforcing its role in the global powertrain production network. Congratulations to all colleagues on this special anniversary."
Jörg Burzer, Member of the Board of Management of Mercedes-Benz Group AG, responsible for Production, Quality & Supply Chain Management

"For 120 years, our employees have been shaping the innovative strength and progress of this location with their expertise, experience and passion. The anniversary and all the associated milestones and products illustrate the location's ability to continuously develop. Together we are shaping the future of mobility."
Thomas Schulz, Chairman Mercedes-Benz Drive Systems, Head of Production Powertrain Mercedes-Benz Cars and Plant Manager, Mercedes-Benz Untertürkheim

“This anniversary not only marks 120 years of outstanding engineering and innovation, but also the tireless dedication and passion of our employees. On behalf of the Works Council, I would like to thank our colleagues and congratulate all of us on this success.”
Michael Häberle, Chairman of the Work Council at the Mercedes-Benz site in Untertürkheim and Deputy Chairman of the General Works Council of Mercedes-Benz Group AG

Today employees are celebrating the 120^th anniversary of the Untertürkheim plant with their families and friends as part of an employee event with a colorful entertainment program on the plant area. Ola Källenius, Chairman of the Board of Management of Mercedes-Benz Group AG, and other members of the Board of Management, including Jörg Burzer, Member of the Board of Management of Mercedes-Benz Group AG, responsible for Production, Quality & Supply Chain Management, will also attend this anniversary together with the employees. Tradition and innovation are the focus of the many open production and development areas as well as exhibition areas that employees have prepared for their colleagues and offer guests insights into the history, present and future of the plant. The end of the day will be an impressive laser show.

Mercedes-Benz Stuttgart-Untertürkheim today and tomorrow

The Mercedes-Benz Stuttgart-Untertürkheim plant spans several sub-sites in the Neckar valley and set the course for e-mobility some time ago. The plant already produces flexible drive systems for both fully electric and electrified vehicles. Untertürkheim is responsible for the production of drive components. The forge is also located there. Furthermore, the Untertürkheim site is home to a large part of the Group’s drivetrain research and development, with a test track for vehicle testing as well as the new Mercedes-Benz eCampus. The central van division and its research and development is also located here. And Untertürkheim is home to the Mercedes-Benz Group AG headquarters. In total, more than 23,000 employees work there, including sub-sites – around 14,100 of them in production. From 2024, the ramp-up of production of electric drive units for fully electric Mercedes-Benz vehicles will begin at Untertürkheim. Highly efficient engines are produced in Bad Cannstatt. Axle production for all drivetrains and the foundry are both located in Mettingen. Parts for electric drive units will be manufactured and assembled into electric axles here from 2024. Transmission production is at the Hedelfingen plant. Battery systems for the all-electric EQS and EQE models have also been produced here since 2021. This year will also see the start of production of parts for electric drive units. Flexible production is located in Sirnau and training is based in Brühl. Since 2022, the Brühl plant has been home to a battery factory producing systems for Mercedes-Benz plug-in hybrid models.

Overview of Hungarian Grand Prix Race, 2024

 

Formula One - Mercedes-AMG Petronas Motorsport, British GP 2024. Lewis Hamilton

We head into the upcoming double header with momentum. We have continued to make progress with the W15 in recent races. That has led to headline results in Austria and Silverstone. However, we know we don’t yet have a car that can challenge for victories every weekend. The team is working hard to bring more steps of performance that we hope will enable us to do that. Those efforts will continue over the next two races and right up until shutdown.

The Hungaroring is different in character to the past couple of circuits. Unlike Silverstone, it features plenty of tight and twisty sections, with just one meaningful straight. It does contain some high-speed corners too however and it will therefore be another good examination of the gains we’ve made across the corner speed range. We head into the weekend focused on doing the best job we can. We hope to maintain this positive trajectory and finish the first half of the season as strongly as possible.

Fact File: Hungarian Grand Prix

• The Hungarian Grand Prix weekend tends to be one of the hottest of the year, with an average air temperature of 25°C and a maximum of 33°C.
• Correspondingly, track temperatures tend to also be high with an average of 36°C rising to a maximum of just over 50°C.
• The amount of braking activity, with six events across the lap, coupled with the high ambient temperatures and the absence of long straights make the circuit exceptionally taxing on the brakes.
• The low average speed at the Hungaroring also limits airflow, which makes it even more of a challenge to cool the brakes.
• The circuit features 14 corners, six to the left and eight to the right. Many of these follow one after another in quick succession, meaning a well-balanced car that can handle directional changes is important for lap time.
• The Hungaroring has one of the lowest top speeds of the season at just over 310 km/h. That is perhaps no surprise given the cars spend just over 10 seconds on a straight over the course of a fast lap, with the remaining time spent cornering.
• Those track characteristics are also reflected in the full throttle percentage, which is just 58% of the lap time. This is one of the lowest figures we see across the year.
• Despite a relatively short start/finish straight, the distance from pole position to the braking zone for Turn 1 measures 472 metres, on the longer side compared to other venues we visit.
• Given the prevalence of slower corners, good traction is important here. That is why this circuit puts the rear tyres under a lot of stress.
• 2022 saw George take his maiden F1 pole position, while Lewis recorded his first pole position in 18 months in 2023, by taking his ninth pole at the circuit, a new F1 record for most poles at a single Grand Prix.
• Lewis is the most successful driver in Hungarian Grand Prix history with a tally of eight victories. Next on the list is Michael Schumacher with four wins to his name.   

A 1000km road trip in a 1893 Benz Victoria

Benz Victoria of 1894. Vehicle of Theodor von Liebieg (presumably 3rd from the right) on the long-distance journey from Bohemia to the Moselle and back, together with Franz Stransky (2nd from the right). On the return journey, Carl Benz (5th from the left) and his family accompanied the customer from Mannheim to Gernsheim. (Photo index number in the Mercedes-Benz Classic Archive: 67039)

 Adventure in the Benz Victoria: Almost one thousand kilometres by car was truly an adventure in 1894. Baron Theodor von Liebieg was equal to the challenge. He was the son of a manufacturer from Reichenberg, now Liberec in the Czech Republic, and an early customer of Carl Benz. The car he drove was a Benz Victoria. This was equipped with a pioneering innovation – double-pivot steering.

More safety and comfort: In 1893, Carl Benz developed the principle of double-pivot steering to production maturity and equipped a four-wheeled automobile with it for the first time. The new technology made driving considerably safer and more comfortable than with conventional drawbar steering. In the latter, the entire front axle swivels around a pivot point as in a horse-drawn vehicle. The risk of tipping over is particularly high on tight bends. Gottlieb Daimler and Wilhelm Maybach also developed an alternative to drawbar steering for their steel-wheeled carriage of 1889.

Mercedes-Benz Museum, Legend Room 1: Pioneers – The Invention of the Automobile. Benz Victoria of 1893. Close-up of the stub axle steering. The upper rods transmit the steering impulse to the vertical, double-sprung shaft. (Photo index number in the Mercedes-Benz Classic Archive: D830132)

Pioneering innovation: In the Victoria, both front wheels were steered independently of each other and their tracks converged at the apex of the bend. This was a trailblazing innovation in the truest sense of the word. Visitors to the Mercedes-Benz Museum can see the highly innovative steering system designed by the Mannheim car inventor on the Benz Victoria of 1893 in the Legend Room 1: Pioneers – The Invention of the Automobile.

High technology with steering crank: The bodywork of the Benz Victoria resembles a coach. However, the new steering technology was a real highlight of the early automotive era. Its sophisticated design showed the way to the future. The vehicle is steered using a horizontal crank located in the center of the vehicle on top of the vertical steering column. The steering column transmits the steering impulse to a horizontal cross-rod, which in turn moves two longitudinally arranged rods that run side by side under the vehicle body up to the front axle and move in opposite directions. At the front axle, the steering impulse is again transferred from a cross-rod to a vertical shaft. This isolates the steering from shocks imparted by the road surface, which was generally poor at the time, by means of a coil spring and a leaf spring at right angles to the direction of travel. Finally, the two track rods lead from the leaf spring to the front wheels, which are guided in a fork axle.

Early customer: Baron Theodor von Liebieg visited Carl Benz in Mannheim in 1893, was impressed by the Victoria and ordered one. It was delivered in the spring of 1894 – by rail, as was customary for such long distances at the time.

“Benz Journey” in 1894: Liebieg, just 22 years old at the time, had become fascinated by the new means of transport and wanted to use it not only in his home region. So 130 years ago, he boldly decided to undertake an almost 1,000-kilometre automobile journey to Gondorf on the Moselle.

Unique record: The Mercedes-Benz Classic archives have a valuable document covering this extraordinary journey – the original, detailed and richly illustrated diary. It provides extensive and elaborate information about the experiences of Liebieg and his companion Franz Stransky on this “Journey by Benz from Bohemia to the banks of the Moselle”, as it says on the front cover of the diary.

In the tradition of Bertha Benz: Liebieg and Stransky set off on 16 July 1894. Barely six years had passed since Bertha Benz made her first long-distance journey in an automobile. In August 1888, Carl’s wife travelled from Mannheim to Pforzheim with their two sons in a Benz Patent Motor Car Model 3, demonstrating the potential of the automobile for individual mobility.

A major challenge: There had been considerable technical improvements between 1888 and 1894, but Liebieg’s long-distance journey was still extremely demanding. This was because the roads were not designed for this innovative mode of transport, and there was still no reliable refuelling infrastructure. Motorists purchased petrol from pharmacies or chemists along the way, filling it into the shiny brass tank above the front axle. The average fuel consumption of their Benz Victoria was more than 20 litres per 100 kilometres. After six stages with a total journey time of 69 hours, they arrived in Gondorf having covered a total distance of 939 kilometres.

Well equipped: Historical photos show how similar Liebieg’s car was to the Benz Victoria on display in the Mercedes-Benz Museum. The vehicle was characterised by slim wood-spoked wheels with a smaller diameter at the front than at the rear, block brakes for deceleration, chain drive at the rear axle, a high seating position and a folding soft top. The horizontal single-cylinder engine produced 2.9 kW (4 hp) from a displacement of 1,990 cubic centimetres. The Museum exhibit, which is one year older, develops 2.2 kW (3 hp) from a displacement of 1,726 cubic centimetres. In addition, Liebieg fitted his Victoria with a third lantern at the front. The Baron’s original vehicle is now on display in the Technical Museum in Prague.

Ingenious basic principle: The young aristocrat was not only enthusiastic about technology, but also about the freedom that motorised individual mobility made possible. As he wrote in his diary: “We chose a vehicle that frees us from petty annoyances and leaves us to direct matters for ourselves. This was the petrol motor car of the ingenious Benz in Mannheim.”

Overnight stage to Mannheim: On 20 July 1894, Liebieg and his travelling companion arrived in Mannheim. This marked the end of a spectacular two-day run which included an overnight journey, by far the longest single stage of the journey. The first port of call was the birthplace of the Victoria. Theodor von Liebieg: “We immediately drove to the Benz & Cie. factory, where Mr [Friedrich] von Fischer and Mr [Carl] Benz awaited us; both were delighted with our daring endeavour and the happy outcome. After all, the car had covered 282 kilometres in the last 26 hours, a distance that no one has ever undertaken on such a vehicle[!].”

A contemporary testimony to good service: The diary from 1894 is an impressive document about early long-distance journeys by car. It also testifies to the strong service ethic at Benz & Cie.: during the stops in Mannheim on the outward and return journeys, the vehicle of Baron von Liebieg was extensively serviced. And after a breakdown during a stay of several weeks on the Moselle, where the Baron went on numerous excursions, a Benz mechanic was despatched there to carry out the necessary work.

A fond farewell: On the way back, car designer Benz and his family even escorted their customer. “On Sunday we started our journey home again, accompanied by the whole Benz family, who travelled with us as far as Gernsheim. We said our goodbyes over the last bottle of Moselle, and after photographing the two cars we drove on alone towards Offenbach.” All in all, Liebieg covered around 2,500 kilometres in his Victoria on this journey to the Moselle and back.

From long-distance driving to motorsport: The “Benz Journey” undertaken by Liebieg in 1894 was important proof that the motor car was perfectly suited to travelling very long distances. In the same year, the same idea gave rise to a new form of competition in France, namely motor racing: Vehicles with Daimler-licensed engines won the first automobile race from Paris to Rouen. This marked the beginning of 130 years of motorsport at Mercedes-Benz. Theodor von Liebieg was also involved. Among other events, he took part in the first automobile race through the Alps in 1898, and in 1899 won the first international race in Vienna with a Benz 8 hp racing car.

Mercedes-Benz SL Class, 1985-1989

Four years after the presentation of the energy concept the SL models were again thoroughly modernised and presented at the International Motor Show in Frankfurt in September 1985. There were minor external changes, improved front wheel suspension and above all, a new range of engines.

A new 3-liter six-cylinder engine, which had been introduced in the medium sized W 124 series nine months before, replaced the proven 2.8-liter dohc-engine, as in the S-Class. A 4.2-liter V8-engine was also new and replaced the 3.8 not only in the SL, but also in the S-Class saloons and in the SEC coupés. The 5-liter engine was also modified; it now had electronic ignition and Bosch KE-Jetronic with electronical-mechanical injection control and developed an output of 245 hp.

The most spectacular addition to the engine range was a 5.6-liter V8 with 272 hp, which was obtained by giving the 5-liter a longer stroke. For the domestic market, the 5.6 was not used in the SL, however, but only in the S-Class saloons and coupés. The 560 SL was only exported to the USA, Australia and Japan, but as a detuned version with a catalytic converter and only 230 hp because of the emissions regulations in these countries.

The production of the 300 SL - 560 SL ended in August 1989, more than 18 years after the first 350 SL was built. The 107 SL series thus set a record for Mercedes-Benz that is unlikely to be broken: no other Mercedes-Benz model series was produced for such a long period. A total of 237,287 of these cars came out of the Sindelfingen plant, a figure that demonstrates just how popular the 107 series was.

Its successor was the 129 SL series with three models, which was presented to the public in March 1989.

The Mercedes-Benz R 107, 1971-1985

In spring 1971, another production sports car was presented with the Type 350 SL, replacing the 280 SL, which had been built since January 1968. Technically, this model was a brand new development which had almost nothing in common with its predecessor. However, the same basic components had already been used in other Mercedes-Benz models: Front and rear wheel suspension was basically the same as that of the " Stroke Eight" models and the V8-engine was a familiar feature of the saloons, coupés and convertibles of the 280 SE 3.5 Type.

With respect to the general concept the differences were less clear: Like its predecessor, the 350 SL was a two-seater with fully retractable roadster hood and removable hard top. However, the new model, represented a once and for all departure from the uncompromisingly hard sports car, - and, incidentally, even the "Pagoda SL", too, was not a true representation of that type - in favor of a more comfortable yet powerful luxury two-seater. The 350 SL - with the internal code name R 107 - was equipped with numerous innovative details, which were to result in increased passive and active safety and set the course for the future development of passenger cars. The fuel tank was no longer located in the rear of the car but had been transferred to a collision-proof position above the rear axle. In the passenger cabin, an upholstered dashboard, flexible or retractable switches and buttons and the new four-spoked steering wheel with an in-built rebounding device and a broader upholstered center-piece provided a maximum of safety in case of collision.

New wind deflector profiles at the A-pillars, which served as drainage rails for dirt water in heavy rain and kept the windows clean even in poor weather conditions guaranteed very good vision. Further details, adding to the safety of the car, were clearly visible indicators as well as large taillights, which, thanks to their ribbed surface profile, were almost completely soil-repellent.

Half a year after the launch of the 350 SL a sister model was presented at the Paris Motor Show; this was the Type 350 SLC, a four-seated coupé with fixed roof, which technically and stylistically, closely resembled the roadster, but had a wheelbase which was 360 mm longer. In April 1973, both models, roadster as well as coupé, had also become available with a 4.5-liter V8-engine with increased cubic capacity. A low-compression 195 hp version of this engine, which had been revised to comply with the US-legislation on emissions, had been available for exports since July 1971 and, with the North-American design of the 350 SLC, since July 1972.

In July 1974, the SL model range was again extended: following the oil crisis in 1973, roadster and SLC coupé were now available with the 2.8-liter dohc-injection engine, which had proven its worth for two years in the "Stroke Eight" series and the S-Class. This meant that the customer could now decide between three differently motorised SL models which is nothing unusual today but was a complete novelty in the history of that class then. Only an experienced observer was able to distinguish these models from each other; whereas the 280 SL had narrow tires, the 450 SL had an inconspicuous front spoiler, which was attached to the rear lower end of its front apron and served as an airing device for the radiator.

Between November 1975 and February 1976, all three engines were fitted with a new fuel injection system in order to comply with the stricter emission limits, which had been introduced in most European countries. The electronic injection control "D-Jetronic" by Bosch was replaced by a new mechanical "K-Jetronic", also by Bosch. This step led in all three cases to a certain loss of power; in the 2.8-liter and 3.5-liter engines, compression had been slightly reduced. In order to facilitate maintenance, the two new V8-engines were fitted with a breakerless transistor ignition system and hydraulic valve-clearance compensation. In the 2.8-liter unit, compression was increased to its former value in 1978; with the help of some ancillary measures the former driving performance was regained.

At the Geneva Motor Show in March 1980, an uprated version of the 107 series roadster and coupé was presented; the equipment of the interior including the steering wheel had been brought up to the standard of the S-Class saloons. The former 3-speed automatic transmission was replaced by a 4-speed version. Light-alloy engines of the S-Class were built into the 107 series models in slightly modified form.

The new Type 500 SL with its 5.0-liter V8-engine, which had been carried over from the 450 SLC 5.0 replaced the 450 SL. The 350 SL, too, was phased out after a production time of nine years; the 380 SL was the successor, with a 3.8-liter aluminum-alloy engine based on the old 3.5-liter V8 with a cast iron block. Only the six-cylinder engine of the 280 SLC was unchanged. There were hardly any external differences to the predecessor; all three SL types now had an aluminum bonnet and the 500 SL also had an aluminum boot lid with a black plastic rear spoiler.

In autumn 1981 both V8-engines were thoroughly modernized as part of the "Mercedes-Benz Energy Concept" for reducing consumption and emissions. This involved not only higher compression, but also camshafts with altered timing, improved injection valves and electronically controlled idling. The altered valve timing meant that maximum torque could be achieved at lower revolutions and was even increased for the 3.8-liter engine. This engine was changed the most. In order to achieve a more favorable volume to surface ratio the bore was reduced and the stroke increased. The modified 3.8-liter V8 thus arrived at a slightly higher capacity. In return for improved economy, slight drops in output had to be accepted; rear axle ratios were altered accordingly.

These modifications came too late for the SLC coupés, however. At the Frankfurt Motor Show in September 1981 their successors, the 380 SEC and the 500 SEC, were presented, but despite a production run of ten years there was still no end in sight for the SL models. Four years after the presentation of the energy concept the SL models were again thoroughly modernized and presented at the International Motor Show in Frankfurt in September 1985. There were minor external changes, improved front wheel suspension and above all, a new range of engines.

Brief summary: Anniversaries from 130 years of Mercedes-Benz motorsport history

 

Daimler “Phoenix” 12 hp racing car. Photo from “Nice Week” 1899. Wilhelm Bauer (at the wheel) won the 85-kilometre Nice–Magagnosc–Nice tour with the vehicle on 21 March 1899. Leaning against the vehicle is Hermann Braun, Emil Jellinek’s chauffeur and mechanic. A racing car bearing the name “Mercédès” appeared for the first time in 1899. (Photo index number in the Mercedes-Benz Classic Archives: 2001DIG68)

The first automobile race from Paris to Rouen on 22 July 1894 was won by vehicles with engines manufactured under Daimler licence. Albert “George” Lemaître’s Peugeot (starting number 65) crossed the finish line in second position as the first car with an internal combustion engine. It was powered by a two-cylinder V-engine developed by Gottlieb Daimler and Wilhelm Maybach in 1888. (Photo index number in the Mercedes-Benz Classic Archives: 50106)

In the 5th Gordon Bennett race in the Taunus, Camille Jenatzy took second place in a Mercedes 90 hp racing car on 17 June 1904. (Photo index number in the Mercedes-Benz Classic Archives: A48811-21)

Mercedes won the French Grand Prix on 4 July 1914 with a one-two-three victory. Photo of the Mercedes Grand Prix cars, from left to right: Christian Lautenschlager (starting number 28, winner), Otto Salzer (starting number 39, 3rd place), Louis Wagner (starting number 40, 2nd place). (Photo index number in the Mercedes-Benz Classic Archives: 17053

• 1894 (130 years ago): On 22 July 1894, the French newspaper “Le Petit Journal” organized a race for motor vehicles for the first time. It ran over 126 kilometers from Paris to Rouen. Victory was shared by two vehicles with Daimler license engines from Peugeot and Panhard & Levassor. This competition is regarded as the birth of motorsport.
• 1899 (125 years ago): From 21 to 25 March 1899, the first “Nice Week” took place, a motorsport event consisting of various competitions with international appeal. On the Nice–Colomars–Tourrettes–Magagnosc–Nice tour, Wilhelm Bauer won the two-seater class and Wilhelm Werner the four-seater class. Both started with a Daimler “Phoenix” 12 hp. Two years later, the Mercedes 35 hp would dominate the 1901 Nice Week – the first Mercedes ever and the first modern car.
• 1904 (120 years ago): Thanks to Camille Jenatzy’s outstanding victory in the 1903 Gordon Bennett race with a Mercedes-Simplex 60 hp, Daimler-Motoren-Gesellschaft brought the prestigious race to Germany for 1904. This first major motor race in this country took place on a circuit in the Taunus. In order to maximize its chances of victory, the brand started with two white-painted Mercedes 90 hp racing cars for Germany and three identical vehicles in black and yellow paintwork for Austria. Mercedes came in 2nd, 3rd, 5th and 11th.
• 1914 (110 years ago): Mercedes won the French Grand Prix in Lyon on 4 July 1914 with a one-two-three victory. Christian Lautenschlager crossed the finish line in first place, followed by Louis Wagner and Otto Salzer – all in Mercedes 115 hp Grand Prix racing cars with a 4.5-litre four-cylinder engine with four-valve technology.
• 1924 (100 years ago): Christian Werner won the gruellng road race for the Targa Florio and the Coppa Florio 1924 in Sicily with the Mercedes 2-litre racing car with supercharged engine. Mercedes-Benz Classic is celebrating the anniversary in 2024 with the recommissioning of an original 1924 racing car after extensive restoration.
• 1934 (90 years ago): The new Mercedes-Benz W 25 750-kilogram formula racing cars made their debut in the Eifel race at the Nürburgring on 3 June 1934. Manfred von Brauchitsch won the race.
• 1954 (70 years ago): Mercedes-Benz entered the new W 196 R racing car in Formula One for the first time in the French Grand Prix on 4 July 1954 in Reims. Juan Manuel Fangio won, followed by Karl Kling. Fangio became Formula One World Champion with the new Silver Arrow in 1954 and 1955.
• 1964 (60 years ago): A one-two-three victory in the Argentine Grand Prix for touring cars from 28 October to 7 November 1964 was the fourth success in a row for Mercedes-Benz in the endurance competition. Eugen Böhringer and Klaus Kaiser won the 4,779.6-kilometre race with many full-throttle passages ahead of Dieter Glemser and Martin Braungart as well as Ewy von Korff-Rosqvist and Eva-Maria Falk – all in Mercedes-Benz 300 SE rally cars (W 112). In the summer of the same year, Robert Crevits and Georges Gosselin also won the 24-hour race at Spa-Francorchamps from 25 to 26 July 1964 in a 300 SE.
• 1984 (40 years ago): The new Nürburgring opened on 12 May 1984 with a race of 20 champions with 20 identical Mercedes-Benz 190 E 2.3-16 cars. Ayrton Senna, still unknown at the time, won ahead of Niki Lauda and Carlos Reutemann.
• 1994 (30 years ago): In the Penske-Mercedes PC-23 IndyCar, Al Unser Jr. won the Indianapolis 500-mile race on 29 May 1994. The 3.4-litre V8 500I engine from Mercedes-Benz, which was developed in strict secrecy and was vastly superior, was decisive for the spectacular victory. Due to a subsequent change in the regulations, this was the only race outing for the engine.
• 1994 (30 years ago): Mercedes-Benz returned to Formula One in 1994, initially as a partner of Peter Sauber’s Swiss team. Ilmor developed the Mercedes-Benz engines in Brixworth, Great Britain.
• 1994 (30 years ago): Klaus Ludwig became champion in the German Touring Car Championship DTM for the third time in the 1994 season with the AMG-Mercedes C-Class.
• 1999 (25 years ago): Mika Häkkinen became Formula One World Champion with McLaren-Mercedes for the second time in a row in 1999. In the final race of the season, the Japanese Grand Prix on 31 October 1999, Häkkinen secured the title in the McLaren-Mercedes MP4/14.
• 2014 (10 years ago): The Mercedes AMG Petronas F1 works team, founded in 2010, won its first double world championship in 2014 with the drivers’ title for Lewis Hamilton and the constructors’ title. This was the start of a run of success for the Silver Arrows with eight constructors’ titles and seven drivers’ titles in a row.