Mercedes-Benz Research and Development Center Opens in China

China keeps on the ascent, while the USA continues its downwards slide!

Daimler strengthens R&D footprint in China with new Tech Center in Beijing

Today, Daimler officially started operations of its new “R&D Tech Center China” in Beijing. With an investment of 1.1 billion RMB, the company is further strengthening its R&D footprint and technological capabilities in the world’s biggest car market. The fully-fledged R&D center focuses on major technological trends, tailor-made innovation and significantly accelerating Daimler’s local product development.

Hubertus Troska, Member of the Board of Management of Daimler AG; responsible for Greater China: “This year marks the 20th anniversary of Daimler Greater China Ltd. in Beijing. Over the years we have continuously expanded our presence in the market, including in research and development, local production and procurement. With the Daimler R&D Tech Center China we are opening a new chapter in our commitment of ‘Growing in China, with China’. It will enable an even sharper focus on customer requirements in our biggest market and accelerate the localization of new models, including electric vehicles. In the future, I expect our R&D activities in China to grow even further, fostering local innovation and contributing to our global success.”

Markus Schäfer, Member of the Board of Management of Daimler AG and Mercedes-Benz AG; responsible for Daimler Group Research and Mercedes-Benz Cars COO: “Mercedes Benz will go from “electric first” to “electric only”. This requires accelerating our R&D efforts, additional investments into battery electric vehicles, and advancing our EV portfolio plan. When it comes to digitization, artificial intelligence, autonomous driving, cutting-edge computing, our R&D team in China plays an increasingly important role for us. This goes for technology development, but also for technology sourcing, especially with regard to New Energy Vehicles (NEVs).”

Prof. Dr. Hans Georg Engel, Senior Executive Vice President of Daimler Greater China Ltd.; Head of Mercedes-Benz Cars R&D, Program Management, Procurement & Supplier Quality China: “Our new R&D Tech Center China brings our technological capabilities to a new level. It also enables us to significantly increase speed and efficiency of our R&D activities. Future products from Mercedes-Benz can be comprehensively engineered, tested and verified long before they hit the road. Our new R&D hub facilitates innovation by combining engineering and testing within a modern and agile campus environment.”

Under one roof: Engineers from various disciplines come together in unique R&D campus concept

For the first time in China, Daimler is bundling different disciplines like research, engineering, simulation and testing under one roof. Around 1,000 engineers will benefit from intensive exchange and expertise sharing. The new “R&D Tech Center China” has a gross floor area of 55,000 m2 and integrates an office building as well as a test building with state-of-the-art testing facilities, a workshop, a warehouse and testing-car parking lots. At the core of the campus are its inspection, testing and validation facilities for hardware and software, which integrate all essential functions. The proximity of engineering and testing will help to speed up processes significantly.

With its unique container concept, the new test building is pro-actively designed to lead the transformation in the automotive industry. The concept enables future technology investments and capacity upgrades.

Attention to Detail: Ensuring Mercedes-Benz typical vehicle characteristics and quality

The test building is home to seven state-of-the-art testing facilities including an eDrive lab, a charging lab, a volatile organic compounds (VOC) lab, a chassis lab, a noise, vibration and harshness (NVH) lab, an engine lab as well as an environmental lab. The new test building can accommodate more than 300 test vehicles at the same time.

Mercedes-Benz testing requirements are extremely diverse to ensure Mercedes typical vehicle characters and quality, such as ride and handling, noise comfort or durability. The new test building ensures consistency and reproducibility of testing processes throughout the year and in line with global Mercedes-Benz standards.

Two examples:

Testing of next-generation electric cars under the most realistic conditions

• The eDrive lab is equipped with two test chambers that can simulate a temperature range of -30˚C to +50˚C. The two sets of 4-wheel dynamometers can test whole electric vehicles, components or real battery pack tests. By adjusting the roller force and using big data applications, the intelligent test bench can simulate real driving conditions like air resistance or different topographies. 
  
  This allows comprehensive testing of next-generation electric vehicles at an early stage, under extreme conditions and throughout the year. The new eDrive lab also sets benchmarks in terms of sustainability and energy conservation: It is able to recuperate the energy of the tested vehicle back into the electric grid, which reduces the overall energy consumption significantly.

Aiming for superior comfort and durability in the electric age

• Excellent comfort, durability as well as ride & handling are key characteristics for every Mercedes-Benz. Mastering all disciplines of chassis development becomes even more decisive in the age of electric vehicles. The developers are equally meticulous in their approach to compensate for inner forces and stresses caused by the extra weight of the battery or an elevated driving performance. 
  
  The Tech Center China’s new chassis lab is equipped with a state-of-the-art road simulator that can simulate extremely rough road conditions. It allows 100% comparable results with other locations within the global R&D network. Based on this, the engineers in the new “R&D Tech Center China” can optimize comfort and durability for localized carlines, in particular for electric vehicles.

Built to innovate 

The newly built office and test building sets the benchmark in architectural and functional standards. The design of the new office building aims to create a modern workspace that encourages creative thinking, flexible working and interdisciplinary collaboration. The ultra-modern work stations, open exchange areas, a yoga room, modern canteen and loft-like atmosphere of the building fulfill the highest expectations of a modern workplace.

The environment and architecture of the new “R&D Tech Center China” is developed with the health and wellness of employees at the center of its design. It also meets the leading international standards of the WELL Building Institute, earning WELL certification at the “PLATINUM” level. Specific daylight concepts for test benches in the test building underline the spirit of modern work. In addition, a specific cooling system for both office and test building, as well as solar panels and intelligent heat recovery measures, lead to significantly lower energy consumption of the new Tech Center.

Inspired by China, innovating in China: More than 15 years of dedication to technology and innovation leadership 

Understanding and serving the needs of local customers has long become one of the most crucial success factors for Mercedes-Benz product development. For more than 15 years, Daimler has been continuously strengthening its research and development footprint in China. The company has also teamed up with local industry leaders, tech and IT players, startups as well as universities, not only to enhance its local footprint but also to strengthen its competitiveness worldwide. With a strong focus on the needs of customers in China, the “R&D Tech Center China” marks another milestone in Daimler’s strategy to explore and leverage the huge technological potential and talent of the Chinese market.

The Mercedes-Benz 400 Carving at the 2001 Tokyo Motor Show

As a constant innovator of automotive engineering, Mercedes-Benz sometimes takes unconventional paths. One example is the F 400 Carving research vehicle, which the brand presented at the Tokyo Motor Show (14 October to 7 November 2001) in October 2001, 20 years ago. It features many future-orientated systems, amongst which the active camber adjustment of the wheels is the main attraction: The vehicle appears to lean into the curve – in a way similar to a winter athlete on carving skis. Today, the F 400 Carving can be seen at the Mercedes-Benz Museum in the “Fascination of Technology” section. This section is accessible free of charge via the atrium.

The innovative system increases the camber angle of the outer wheels of the curve to up to 20 degrees, depending on the driving situation. In conjunction with newly-developed tyres, this enables 30 per cent greater lateral forces to be transmitted than a suspension with a fixed camber setting and standard tyres. This means a considerable advantage in active safety because the greater the lateral forces of the tyres, the better the tyres’ road contact and the vehicleʼs cornering stability. Thanks to active camber control, the research vehicle achieves a maximum lateral acceleration of 1.28 g, surpassing the values of sports cars of the time by around 28 per cent.

The innovative tyres have an asymmetric tyre contact surface. When the wheels on the outside of the curve lean to the side, the two-seater rides on the inner tyre treads, which are slightly rounded and whose profile and rubber blend are specially designed to ensure high cornering dynamics and safety. When driving straight on, on the other hand, it is the outer sectors of the tyres that are in contact with the road. These areas have a tried-and-tested car tread pattern with excellent high-speed and low-noise performance. Thus, thanks to active camber control, two different concepts are realised in one tyre.

With the F 400 Carving, the engineers also gained experience in the use of new types of suspension technology in active safety. In addition to the higher driving stability in curves, active camber adjustment offers a clear advantage in driving safety in emergency situations. If, for example, the wheel camber is deliberately increased when there is a risk of skidding, the higher lateral guidance forces can sustainably assist the effect of the ESP® Electronic Stability Program. The F 400 Carving shows how: in an emergency braking manoeuvre, all four wheels of the research vehicle can be cambered in a flash, reducing the braking distance at 100 km/h by a good five metres.

New possibilities for electronics and electrics

Mercedes-Benz presented further innovations in the F 400 Carving 20 years ago. The two-seater, for example, has a future-orientated steering, braking and suspension system. This includes steering and brakes with electrical components instead of mechanical connections – the engineers call this concept “drive by wire”. The engineers also broke new ground in suspension tuning, using active hydro-pneumatics for the first time in the latest-generation Active Body Control (ABC), which adapts both the suspension and the damping of the vehicle to the driving situation at lightning speed.

With xenon lamps, in which light is conducted to the headlamps by means of fibre optic cables, the Stuttgart automotive researchers also presented a completely new type of lighting technology in the F 400 Carving. In curves, additional headlamps placed on the sides are activated. The indicators work on the basis of high-performance light-emitting diodes whose light is spread with the help of prismatic rods. A 42-volt on-board electrical system is available for the power supply of all components. Finally, the materials: the body of the research vehicle is made of carbon-fibre reinforced plastic and the chassis is of space frame design using steel, aluminium and also carbon-fibre reinforced plastics.

In 2001, the Mercedes-Benz F 400 Carving appears like a messenger from a fascinating future. In the meantime, some of its numerous innovative features have been incorporated directly or in modified form into the brand’s standard models. This shows that automotive development never stands still, and the unique Mercedes-Benz knowledge pool is fully available to all generations of engineers. 

Mercedes-Benz and the Development of the Airbag

 First airbag trials in head-on crash tests in 1969. The airbag supplements the seat belt but, in contrast to the seat belt, cushions a larger area of the occupant and so further reduces the risk of injury in severe head-on collisions. Mercedes-Benz took up development of the airbag in 1966. Together with the seat belt tensioner, it celebrated its world premiere in the Mercedes-Benz S-Class of the 126 model series. The first vehicles were delivered to customers in December 1980. In February 1981, the brand showcased the systems at the Amsterdam International Motor Show. (Photo signature in the Mercedes-Benz archives: CL0589)

The airbag is one of Mercedes-Benz’s outstanding innovations in the field of passive safety. For this success story, 23 October 1971 was an important date: on that day, the then Daimler-Benz AG applied for a patent entitled “Impact protection device for the occupants of a motor vehicle” (patent specification DE 21 52 902 C2) fifty years ago.The brand’s engineers had been working on the inflatable airbag since 1966. At the end of 1980, the first S-Class Saloons (model series 126) were delivered with the combined driver airbag and seat belt tensioner. The restraint system celebrated its public world premiere at the Amsterdam International Motor Show (IAMS) from 5 to 15 February 1981. This provides an indication of the importance of perseverance and staying power for the success of innovations in passenger car development.

In 1992, driver and front passenger airbags were introduced as standard equipment, initially in the S-Class, SL and the 400 E and 500 E models (model series 124). For all other models, the safety system was available as an option. This “impact protection device” has made its way into nearly all new cars built over the past four decades. In the USA, the installation of front airbags for the driver and front passenger was made a legal requirement in 1997. In the interests of safety, Mercedes-Benz has continuously driven airbag development forward. Important additional innovations were the side airbag (1995), the window airbag (1998), the head/thorax sidebag (2001), the kneebag (2009) and, in 2013, the thorax/pelvis sidebag, the cushionbag and the belt airbag, an inflatable seat belt strap. In the S-Class in the 221 model series, unveiled in 2005, the gas generator filled the driver and front passenger airbags in two stages, depending on accident severity. In the current S-Class (model series 223), frontal airbags are available for the first time for the two outer rear seats. Forty years after the introduction of airbags, this is the first time that a completely new concept has been applied, and one that is particularly suitable for conditions in the rear. The large number of active and passive safety systems and innovations, many from Mercedes-Benz, contribute to reducing the number of people injured or killed on the roads. For example, the number of traffic deaths in Germany dropped from 18,753 in 1971 to 2,719 in 2020.

Thirty years from the idea through to its implementation

Inventor Walter Lindner registered an invention with the German Patent Office as early as 6 October 1951, which referred to an “inflatable container in a folded state which inflates automatically in the event of danger”. Lindner, resident in Munich, called his idea a “device to protect people in vehicles against injuries in the event of collisions”. However, despite the similarity of the description to what was later to become the airbag, it was technically not possible, seven decades ago, to put it into practice. There were still difficulties, e.g. in the release sensor system, the generation of pressure for filling the airbag within milliseconds and the necessary tear resistance of the airbag fabric. Mercedes-Benz took up the airbag idea in 1966. Professor Guntram Huber, who has been responsible for safety engineering at Mercedes-Benz for some decades, looks back at the early stages: “We knew we could do it, we just didn’t know when we’d be finished.”

After around 250 crash tests, more than 2,500 sled tests and thousands of trials on individual components, the Mercedes-Benz safety engineers managed to bring the technology to series production maturity over the next fifteen years. The breakthrough in generating the gas came in the shape of a solid propellant, like that used in rocket engines. It was housed in tablet form in the impact-absorbing boss in the steering wheel beside the folded airbag. In the event of an accident, a pyrotechnical gas generator ignites the propellant and the airbag, made of lightweight, tear-resistant polyamide with an initial volume of 60 to 70 litres (driver’s airbag), is inflated within around ten milliseconds. “It deflates again almost as quickly,” explains mechanical engineer Professor Huber, “that’s important, otherwise the occupants would bounce back and forth.” After the airbag has deployed, harmless nitrogen gas remains. Since the system requires the use of an explosive, Huber’s team of development engineers also had to participate in explosives training by order of the authorities.

Seat belt and airbag as a team

From 21 January 1974, it was compulsory to install seat belts in new cars in the Federal Republic of Germany and the retractable three-point belt with one-hand operation quickly became established and increased safety considerably. The safety engineers at Mercedes-Benz recognised at an early stage that the safety effect could be improved even more. The result of this was the system introduced at the end of 1980: on the driver’s side, it was the airbag that supplemented the seat belt, while on the passenger’s seat it was the seat belt tensioner. These two components worked effectively together in severe frontal collisions: in addition to supporting the torso, the airbag also supported the head and neck and mitigated contact with the steering wheel, for instance, while the seat belt and seat belt tensioners restrained the torso. As early as 1984, the seat belt tensioner became standard equipment for both front seats of Mercedes-Benz passenger cars. The seat belt tensioner was triggered simultaneously with the airbag and also used pyrotechnics. The propellant charge ensured that the automatic three-point seat belt was tightened within a few milliseconds. Both the driver and front passenger were restrained firmly in their seats. Development continued: Mercedes-Benz presented the front passenger airbag in September 1987.

The energy-absorbing airbag was a prerequisite for yet another innovation: in 1995, the seat belt tensioner was combined with a belt force limiter, which further reduced the force exerted on the chest. The next major development step came in 2002 with the introduction of the PRESAFE® preventive occupant protection system, which included a seat belt with an additional electric motor in the inertia reel, in addition to other core features. In contrast to the pyrotechnically triggered seat belt tensioner, the electronic variant was reversible and could therefore be activated before an accident, e.g. when a dangerous situation is detected – the seat belt is loosened again if no collision occurs.

Gottlieb Daimler's "Grandfather Clock" Engine -- 1884

Mercedes-Benz Museum, Legend Room 1: Pioneers – The invention of the automobile. High-speed single-cylinder four-stroke engine by Gottlieb Daimler, called the “grandfather clock” because of its characteristic appearance. The engine was first realised in this version in 1884. 1885 saw its first use in the “riding car”, then in 1886 in the “motor carriage”, the world’s first four-wheeled automobile. (Photo index number in the Mercedes-Benz Classic archives: D738764)

The name of the Mercedes-Benz Museum’s series says it all. Each instalment focuses on a vehicle, an exhibit or an architectural feature or design. Highlighting details, telling background stories as well as sharing exciting and stunning facts. With 160 vehicles and 1,500 exhibits, the Mercedes-Benz Museum is a vast treasure trove of stories and histories. In the spotlight in this part: the “grandfather clock” – Gottlieb Daimler’s single-cylinder engine from the 1880s.

No. 3/2021: “Grandfather clock”

Winter time: Summer time ends on the night of 30 to 31 October 2021. The clocks go back by one hour – officially this happens at 3 a.m., taking the time back to 2 a.m. Many people are happy about this: an extra hour’s sleep on a Sunday, how nice. A good 135 years ago, Gottlieb Daimler also brought about a time shift with his “grandfather clock”. Of course, this was not about telling the time. Back then, however, it clearly showed that the hour had come.

Pacesetter: The “grandfather clock” is the nickname given to Daimler’s first high-speed four-stroke engine. It is a central exhibit in Legend Room 1 of the Mercedes-Benz Museum: Pioneers – The invention of the automobile. A sculpture of striking appearance made of steel and brass, with an upright cylinder and round crankcase: it does indeed remotely resemble a grandfather clock. Right next to it is Daimler’s motor carriage and, in the background, all the other vehicles powered by the “grandfather clock”. It was this very special “clock” that ushered in the age of all-round individual mobility – even if this was not immediately apparent at the time.

Self-assured: In the summer of 1882, the 48-year-old inventor, Gottlieb Daimler, became a start-up entrepreneur. Equipped with sound technical knowledge and also a financial cushion from his previous managerial positions, most recently at Nicolaus Otto’s gas engine factory, Deutz AG, he had returned to his Swabian homeland. He brought with him the idea for a light, compact and powerful combustion engine that could also be installed in vehicles.

A business built in a garage: It was no different from today’s start-ups. Daimler was completely convinced that his idea would work, and energetically devoted himself to realising it in the summer house of his villa in Bad Cannstatt. At his side – as before – was the ingenious technician Wilhelm Maybach. However, the world around them remained sceptical, and the loud noises coming from the workshop even led to accusations that they were forging money. Something they were easily able to refute.

Revolutionary: On 16 December 1883, the time had come. Daimler patented his first pioneering engine, though it was initially still conceived as a stationary unit. The most important peripheral innovation was the hot-tube ignition devised by Maybach, which ensured reliable ignition and allowed the desired increase in engine speed. Other innovations included the float carburettor and the curved groove control for the exhaust valve. In 1884, the operating principle was transferred to a compact unit, the “grandfather clock”. In its first version, this power unit produced 0.74 kW (1 hp) at 600 rpm. That doesn’t sound like much? Far from it: at the time these key figures were sensational. The power output of other engines was similar, but they reached their speed limit at just 120 to 180 rpm. And these other engines were anything but light, compact and mobile.

All-round mobility: After this fundamental invention, Daimler continued to pursue his vision. He wanted to power means of transport of all kinds with his engine. The first experimental vehicle, the so-called “riding car”, consisted of a wooden frame with a scaled-down version of the “grandfather clock”, two wheels, a simple steering system and a seat. In 1885, this was the first vehicle to move by itself with the aid of his internal combustion engine – an “auto-mobile” in the sense of the corresponding Latin words. Daimler protected this invention with patent DRP 36 423 dated 29 August 1885, as a “vehicle with gas or petroleum engine”. At the same time, it was the world’s first motorcycle. From there, it was only a comparatively small step to the world’s first four-wheeled automobile, which was built in the summer of 1886: with the help of the “grandfather clock”, Daimler turned a horse-drawn carriage he had bought himself into his “motor carriage”.

Road to success: Gottlieb Daimler narrowly lost the race for the first automobile. Because another busy inventor and start-up entrepreneur patented his three-wheeled motor carriage in January 1886, the world’s first automobile: Carl Benz in Mannheim. But this did not detract from the success in Bad Cannstatt. As a clever businessman, Daimler knew how to apply his invention to sought-after products, and to consistently develop it further. He used his universal drive system on land, on water and in the air – and his vision of all-round mobility became a reality. He witnessed the early years of his company’s success – but did not live to see the huge success of the automobile. Daimler died on 6 March 1900 as a result of a heart condition.

The 1971 Premier of the Mercedes 350 SLC at the Paris Auto Show

 

Mercedes-Benz 350 SLC (C 107). Presentation at the Paris Motor Show, 7 to 17 October 1971. (Photo signature of the Mercedes-Benz Classic archives: 71437_1)

Mercedes-Benz SLC (C 107), 1972 to 1981. (Photo signature in the Mercedes-Benz Classic archives: 71440-22)

It was a glamorous premiere: in October 1971, Mercedes-Benz presented the SLC Coupé at the Paris Motor Show, a popular stage for elegant creations. The four-seater vehicle combined dynamic driving performance with maximum driving comfort and was – for instance – perfect for long-distance journeys. The first model to be showcased at the exhibition in the French capital was the 350 SLC. Additional models followed and the brand even celebrated motorsport success with the 450 SLC 5.0 and 500 SLC evolution stages: Mercedes-Benz works teams raced in endurance rallies, claiming overall titles in both South America and Africa. Well-cared-for models of this SLC model series have long since become sought-after classics with a potential to gain further value.

Decision to cut corners: On 18 June 1968, the Board of Management decided in favour of launching the series production of the new SL (R 107) as a successor to the W 113 “Pagoda” model series. At this point, discussions were still ongoing about whether the W 111 model series coupé was also to be succeeded. One option would have been to wait for the new 116 model series S-Class as the technological basis – given it was just being developed at the time to ultimately be launched in September 1972. However, development capacities would have meant it would have only been possible to complete the new coupé in the mid-1970s. The decision to base the coupé on the SL was made to cut the model’s time to market – and that came thanks to the body construction department in Sindelfingen: the team headed up by Karl Wilfert initially unofficially developed a coupé variant of the R 107 and showcased it to the Board of Management as a “rough cut”. The Board of Management grabbed the bull by the horns and consequently the brand introduced the C 107 luxury coupé in October 1971, thus only six months after the world premiere of the new SL. Series production launched in April 1972, lasting until 1981, with a total of 62,888 vehicles built during this time. The 450 SLC was the most popular variant with 31,739 units. Successors were – once again – the large C 126 Coupés based on the S-Class model series. The R 107 model series SL remained part of the range for significantly longer than the SLC Coupés: it rolled off the production line until 1989.

Identical front section: The SL and SLC were identical from the front end to the windscreen. From then on, the coupé grew taller and longer. From the side, the four-seater’s longer wheelbase became immediately obvious as it was a considerable 360 millimetres longer with a total of 2,820 millimetres. The flat roof towering over the passenger compartment transitioned into a fairly tilted rear window that was curved in two directions. Compared with the SL, the boot lid was also slightly curved in two directions. As is the case for all the brand’s large coupés, the side windows were fully retractable without the interfering B-pillar, thus lending the SLC a particularly elegant look. However, the tight gap between the stretched doors and the rear wheel arches meant there was only little space to fully retract the rear side windows. For this reason, they were split into two sections with the smaller segment featuring louvres.

Safety first: As a result of tighter safety stipulations – most of all in the US – the roadster already featured stronger A-pillars. As a result, the SL was awarded homologation in the US even without the “Targa” bar. The SLC benefited from this design. Its safety body also consisted of a floor assembly made up of sheets with different thicknesses to lend the vehicle the predicted crumple behaviour. The fuel tank had been positioned in front of the rear axle to protect it from collisions. The new, four-spoke steering wheel featuring an impact absorber was wrapped in polyurethane foam. The coupé weighed around 50 kilograms more than the corresponding roadster. Both variants’ driving performance was almost identical as a result of the SLC’s drag coefficient of 0.423 (1973) being lower than the SL’s value with a hard top (drag coefficient = 0.489).

V8 as the power source: The technology in the roadster and coupé was very similar. The 3.5-litre engine (M 116) initially available in both model series had previously already proven its worth in the W 108 and W 109 model series saloons as well as in the W 111 model series coupé and cabriolet variants. It generated 147 kW (200 hp) and propelled the 350 SLC from 0 to 100 km/h in nine seconds and on to a top speed of 210 km/h. The 450 SLC featuring the M 117 engine and 165 kW (225 hp) followed in 1972, with the 280 SLC featuring a six-cylinder 2.8-litre engine and 136 kW (185 hp) being added to the range a year later. In September 1977, Mercedes-Benz launched the 450 SLC 5.0 generating 177 kW(240 hp). The top-of-the-range model featured a subtle front spoiler and a black plastic rear spoiler. Bonnet, boot lid and bumper reinforcement were made of aluminium. More stringent emissions standards – also in Europe – led to modified injection systems and consequently a slightly varying engine output. The 380 SLC and 500 SLC were only available in the last year of production. The chassis and suspension of roadster and coupé were based on the cutting-edge designs of the “Stroke Eight” executive category models. In 1980, the three-speed automatic torque converter transmission was replaced by a four-speed variant while the basic variant of the 280 SLC was equipped with a five-speed manual transmission.

The SLC in motorsport: Between the post-war Silver Arrow era in 1954/1955 and the return to circuit races as official works entry with the World Sportscar Championship and German Touring Car Championship (DTM) in 1988, Mercedes-Benz took part in rallies with a works team from 1977 to 1980. It all started with the rally from London to Sydney. A team headed up by engineer Erich Waxenberger was responsible for six largely standard 123 model series 280 E Saloons. The engine (M 110) generating 136 kW (185 hp) was identical to the variant in the 280 SLC. After more than 30,000 kilometres, four Mercedes-Benz drivers finished in first, second, sixth and eighth place. Andrew Cowan’s team claimed top spot. Waxenberger was aware of an even more successful model for endurance races – the 450 SLC 5.0. The brand signed up four SLC Coupés and two 280 Es for the Vuelta à la América del Sud mammoth rally from 17 August to 24 September. After 30,000 kilometres in 42 days through ten South American states, Andrew Cowan was once again crowned the winner. The other Mercedes-Benz vehicles followed in second, third, fourth, sixth and ninth place. At the East African Safari – an event deeply steeped in tradition – Hannu Mikkola and his 450 SLC 5.0 led the field for a long time, ultimately finishing as runners-up. At the end of the year, four SLC Coupés completed a one-two-three-four victory at the Ivory Coast Rally with Mikkola claiming the title. At the 1980 Safari Rally, material defects on the rear axle stopped the teams from fighting for the title, yet Vic Preston Jr was still able to finish in third place. At the end of Bandama Rally, the revamped Ivory Coast Rally, the 500 SLC rally vehicles scored a one-two finish. Today, the winning car, driven by Björn Waldegård and Hans Thorszelius, is on show at the Mercedes-Benz Museum. Mercedes-Benz withdrew from rally racing before the 1981 season. Privately funded driver Albert Pfuhl bought all the material, consisting of six 500 SLCs, spare parts and 600 tyres. Teams made up of Albert Pfuhl and Hans Schuller as well as Jochen Mass and Stephen Perry finished 44th and 62nd respectively at the 1984 Paris–Dakar at the wheel of two of these vehicles. Finally, touring car sport: Clemens Schickentanz and Jörg Denzel won the touring car Grand Prix on the “Nordschleife” circuit of the Nürburgring in 1980 with the 276 kW (375 hp) Mercedes-Benz 450 SLC AMG. The sensational coupé with an infernal sound had fulfilled its mandate after two years of development not only to generate technical know-how for road vehicles, but also to win.

11th Rally Bandama along the Ivory Coast, 9 to 14 December 1979. The rally ended with a quadruple victory for the Mercedes-Benz 450 SLC 5.0 (C 107). (Photo signature in the Mercedes-Benz Classic archives: 2001M102)