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    Mercedes G-Wagen
    Mercedes G-Wagen
    Mercedes G-Wagen
    Ebook483 pages3 hours

    Mercedes G-Wagen

    By Brian Long

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    About this ebook

    At last, and from renowned motoring writer Brian Long, the history of the hugely popular Mercedes-Benz G-Wagen is revealed. Produced in SWB and LWB guises, and including station wagons, vans, convertibles, and a large number of specials, over 200,000 examples of the series have been sold since its release in 1979. Now, thanks to the full co-operation of the Stuttgart factory, this book covers each and every variant from a worldwide sales perspective. Packed full of detail and contemporary colour photography, this is the first time such comprehensive information has been presented in English, making it the perfect book for G-Wagen enthusiasts and followers of Mercedes lore.
    LanguageEnglish
    PublisherVeloce
    Release dateJun 30, 2022
    ISBN9781845840341
    Mercedes G-Wagen

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      Book preview

      Mercedes G-Wagen - Brian Long

      Introduction and acknowledgements

      The author has been following the development of the Mercedes-Benz marque since childhood, but even I was surprised by the massive number of variants fielded under the iconic G-Wagen name during the last 35 years or so – not just in military and specialist working machine lines, where one can expect to come across a few surprises, but in the road car offerings as well. I have to say that I’d totally underestimated the number of avenues requiring research, although the new knowledge that came about as a result of this project – often resorting to handwritten notes on huge sheets of paper to make sense of things over such a long period of time – was actually quite refreshing.

      Just as refreshing, in an era where all cars are starting to look and drive much alike, is the chance to write about something that flies in the face of convention. As the US journalist Daniel Pund said in 2001, the Mercedes-Benz G-Wagen is built like a brick scheisshaus in the age of modern plumbing.

      Indeed, just about every aspect of the car breaks the unwritten rules of the motor trade. Early sales, at around 6000-6500 units a year, were hardly worth bothering with for a company the size of Daimler-Benz, but the Stuttgart giant continued to support the G-Wagen, and widened its appeal as a road car via the 463-series. Eventually, the US market was conquered as the popularity of SUVs soared, and now, despite the boxy shape staying a constant throughout the life of the model (the retention of a basic body design would normally send sales in a downward spiral in a lesser vehicle line), demand for the G-Wagen is at record levels, justifying the launch of a new generation in 2015. It’s also nice to report that at the same time as a revised line-up is being introduced, as many as eight out of every ten vehicles built beforehand are still on the road – a true testament to the quality of the materials used, and the original design work, which has stood the test of time remarkably well given the way in which technology has progressed and the demands of motorists changed during the last three or four decades.

      Mention should be made at this stage that the book centres on the mainstream production cars, venturing into the wilderness every now and again to briefly cover things like rivals, top-flight competition, military machines and tuning to put things into perspective and give the reader an idea of what was available. I trust people will understand this stance, as virtually every car going down the line at Graz is unique – there are so many variations of the regular models to cover as it is, while a true record of the vehicles built for the armed forces and professional users would each run to several thousand pages, assuming we left out the contemporary showroom models!

      In addition, this book takes the story up to the introduction of the 2016 Model Year face-lift only, which took place in the middle of 2015, and has only been covered lightly to allow more space for the cars built beforehand. There’s already a lot happened since, but we have to decide on a suitable cut-off point somewhere along the line, and this seemed like the ideal spot. I’m sure there will be plenty to talk about further into the future, too.

      Anyway, for now, I sincerely hope that past owners, present owners, those thinking of ownership, or simply followers of Mercedes-Benz lore, will all enjoy tracking the steady evolution of the Mercedes-Benz and Puch G-Wagen through these pages, and perhaps gain the same appreciation for this old warrior as I have during my months and months of research. Don’t be surprised if you happen to spot a pre-loved G500 with wood and leather trim in my driveway by the time this book goes into its second edition ...

      Acknowledgements

      As always, because of the use of contemporary photography as a matter of policy, these books cannot possibly be done without a great deal of help from the factory. As with the author’s earlier Mercedes books, I would particularly like to record my sincere appreciation for the services of Gerhard Heidbrink at Daimler AG in Stuttgart – a more helpful chap would be hard to find, and this book simply wouldn’t have been possible without his kind co-operation.

      I should also like to thank Nils Beckmann and Joerg Rupp in Stuttgart for managing to drag me into the 21st century on the parts book front, Kenichi Kobayashi at Miki Press, Richard Kaan, the extensive research facilities at the Japan Motor Industry Federation (JMIF) in Tokyo, Scott Worden, Ana Topolic, Alexandra Reisinger of Magna Steyr AG, Rob Halloway at Mercedes-Benz UK, and Robert Moran and Christian Bokich of Mercedes-Benz USA. There have been many, many others, but to list them all would take another book! You know who you are, and I will not forget you ...

      Brian Long

      Chiba City, Japan

      1

      The three-pointed star

      There can be few trademarks so readily recognisable in all corners of the globe as the Mercedes-Benz three-pointed star. The three arms signify the land, sea and air, and the Stuttgart company the star has come to represent has indeed conquered each in its own inimitable way over the years. The story behind the star, though, is a long and complicated one, so this chapter briefly outlines the brand’s history to set the scene before the arrival of the first G-Wagen models.

      The story starts with two men – pioneers in the motor industry – Gottlieb Daimler, and Carl Benz. Amazingly, given the pre-eminence of the pair in a fledgling trade, not to mention their closeness geographically, the two never actually met, but the coming together of their names is the important thing here.

      In 1882, Gottlieb Daimler established a small workshop at the back of his villa in Cannstatt, on the outskirts of Stuttgart, about 12 miles (20km) west of his birthplace, with Wilhelm Maybach working alongside him. A number of single-cylinder, air-cooled petrol engines were duly developed, and used to power the world’s first motorcycle in 1885, along with a four-wheeled horseless carriage, which made its initial runs during the autumn of 1886. Within a short space of time, the engines were finding various applications on land, on water, and even in the air. By 1890, the products emanating from the Daimler Motoren Gesellschaft had caught the imagination of the engineering world.

      An early version of the Benz Motorwagen, which quickly evolved into the Benz Patent – the world’s first series-production car to be powered by a petrol engine.

      Daimler Wagon from the mid-1890s, an era when automobiles really were still little more than horseless carriages.

      Meanwhile, about 55 miles (90km) north in Mannheim, Carl Benz was busy working on his two-stroke petrol engines, as patents covering four-stroke power-units had already been filed by the Deutz concern, the company Daimler worked for. Eventually, Benz also opted for Otto-cycle engines, putting a single-cylinder unit in a purpose-built frame to produce the world’s first petrol-driven car, patented in January 1886. By 1890, Benz & Co was Germany’s second largest engine manufacturer, and as the century drew to a close, one of the world’s most prolific automobile makers, with almost 600 cars built in 1899 alone.

      Founding fathers of the brand

      Gottlieb Daimler

      Daimler was born in Schorndorf in March 1834, and after serving an apprenticeship as a gunsmith, promptly moved into the field of engineering, gaining experience in France and Britain before returning to his homeland.

      He was appointed Technical Manager of the Deutz Gas Engine Works (founded by Nikolaus August Otto, credited as the father of the four-stroke, or ‘Otto-cycle’ engine) in 1872, with Wilhelm Maybach as his right-hand man. However, Daimler’s overwhelming interest in faster-running, more powerful petrol engines created a rift in the Cologne-based firm, and ultimately a decision was made to form an independent company dealing with this new technology.

      After building a second car, this time powered by a water-cooled V-twin, in 1889, it was obvious that Daimler and Maybach were on the right track. The Daimler Motoren Gesellschaft (DMG) was registered in November 1890 to manufacture and market these two-cylinder units, which were a revelation at the time. As such, Daimler was successful in selling patents to many concerns. One of the first to sign up was Panhard & Levassor in France, who duly provided engines for a number of makers, and became a highly successful car manufacturer in its own right.

      Daimler and Maybach remained close friends even after the latter was forced to leave the Cannstatt company due to a clash of policy with its new investors. Meanwhile, Daimler’s health was failing. Internal conflict with members of the Board probably didn’t help, and he ultimately resigned from the company he’d founded at one point in 1894.

      Daimler and Maybach joined forces again, this time with Daimler’s son, Paul, and between them they designed a four-cylinder engine equipped with Maybach’s innovative spray-nozzle carburettor. Known as the Phönix, it signified the rebirth of a fine team in both name and nature, and, following some political manoeuvring from Frederick Simms (a key figure in the Daimler Motor Co. Limited in England), the pair was asked to return to the DMG on new, far more favourable terms.

      Gottlieb Daimler died in March 1900, although Maybach continued his work before ultimately making aero-engines for the famous Zeppelin airships. After the Great War, Maybach built a series of luxury cars until the Second World War put an end to production. Recently, the name was revived as a Mercedes-Benz flagship saloon.

      Gottlieb Daimler.

      Carl Benz

      The son of a train driver, Carl Benz was born in November 1844. After moving around a number of concerns, some involved in the building of iron structures, such as bridges, Benz finally established his own engineering shop in Mannheim in 1871. This was not successful, and Benz turned his attention to two-stroke engines in 1877, with the first unit running successfully two years later.

      By 1882, the Benz engine had attracted investors, and Gasmotorenfabrik Mannheim was established, although Benz left the company soon after when the shareholders tried to influence designs. Notwithstanding, in October 1883, ‘Benz & Co Rheinische Gasmotorenfabrik, Mannheim’ was formed with the help of two local businessmen, and by 1886 the world’s first, purpose-built vehicle to be powered by a petrol engine – the three-wheeled Benz Patent Motorwagon – had made its debut.

      Four-wheeled cars were produced in 1891, and Benz continued to innovate, designing steering systems and developing the horizontally-opposed (boxer) engine amongst other things. The commercial success of the company can be gauged by the fact that Benz & Cie AG was registered in May 1899. However, by early 1903, Benz became disillusioned with the people running the firm and resigned, although he did retain a position on the Supervisory Board until his death.

      Meanwhile, Benz formed a new company with his son Eugen in 1906, called C Benz Söhne, which turned to car production after a spell in the field of gas engines. This business, based in Ladenburg, to the east of Mannheim, was duly handed over to Eugen and his younger brother, Richard, in 1912. This particular firm officially stopped building cars in 1923.

      Incidentally, for many years, it was assumed and accepted that Benz’s forename was Karl, in the German tradition, but the correct spelling is in fact Carl. He died in April 1929, but at least he was able to witness motoring evolve from a sport for the well-heeled into an essential part of daily life.

      Carl Benz.

      A healthy rivalry

      At the end of the day, Daimler and Benz were rival inventors, while the companies bearing their names fought in the showrooms and on the race tracks of Europe. The battle for the hearts of the rich and famous, and the silverware that comes with victory in competition, was never as fierce as it was in the years leading up to the First World War.

      At Daimler, rapid expansion led to the purchase of a large site in Untertürkheim on the eastern edge of Stuttgart in August 1900, which would duly become the spiritual home of Mercedes-Benz.

      The Mercedes moniker was first adopted by Emil Jellinek, an Austrian who, among other things, sold Daimlers to wealthy clients in the south of France. Jellinek was a clever businessman, and he proposed a number of changes that he knew would appeal to his customers and his own sporting nature, such as a lower body and longer wheelbase in order to cope with the greater power outputs he outlined.

      Jellinek promised to take a large number of these vehicles (at least by the standards of the day) in return for distribution rights in France, Belgium, the Austro-Hungarian Empire, and America, but also requested that they carry the ‘Mercédès’ badge – the name of his daughter, and the pseudonym he used during his various racing exploits.

      A 4/8hp Paul Daimler-Wagen, built between 1901 and 1902. It was the DMG’s celebrated Mercédès model that captured the headlines, however.

      The Mercédès 14/35hp limousine from before the Great War. Although most cars were typically staid, like this one with factory-built coachwork, it should be noted that both the Mercédès and Benz marques were very active in motorsport at this time, not only in Europe, but America, too. Both made some beautiful two-seaters reflecting this.

      A deal was struck, and Wilhelm Maybach (1846-1929) set about designing the first Mercédès in conjunction with Paul Daimler. The end result, a racing car which appeared at the end of 1900, provided the foundation stone for the modern automobile, with a low, pressed steel chassis frame playing host to a 5.9-litre, 35hp engine cooled by a honeycomb radiator, and a gate for the gearchange.

      The Mercédès was raced with a great deal of success, and many variations were produced for regular use, from an 8/11hp version all the way up to a 9.2-litre 60hp model. The Mercédès set the standard for the day in the high-class car market, and was built under licence – or often simply copied – by numerous manufacturers, although it should be said that by this time, Daimler in Coventry, England, had long since found its own direction in terms of design and manufacturing.

      Six-cylinder engines followed in 1906, and there was a limited run of Knight sleeve-valve models just before the First World War. A few years after the conflict, when technology, metallurgy and production techniques made great strides, the first supercharged Mercédès made its debut, and in April 1923, Ferdinand Porsche was drafted from Austro-Daimler to become Chief Engineer, bringing overhead camshafts and front-wheel brakes to the marque in a series of exceptionally elegant supercharged models.

      The 12/14hp Benz Parsifal from 1903. This popular shaft-driven series made its debut at the Paris Salon in December 1902.

      Meanwhile, Benz & Cie also made giant steps forward at the turn of the century, albeit against the wishes of Carl Benz, modernising the range with conventional two- and four-cylinder cars designed by a Frenchman, Marius Barbarou. Internal conflict ultimately led to Benz giving up his post as Chief Engineer, although he remained on the Board until his death, and also formed another company with his sons to allow himself more freedom on design policy. The latter business was short-lived, however, building cars from 1906 to 1923.

      Benz & Cie continued to follow a safe path with its vehicles thereafter, with Hans Nibel in charge of design from 1910. However, Nibel’s love of racing spawned a number of interesting competition cars (he had even been involved with the machine that formed the basis for the streamlined Blitzen Benz record breaker), and the Benz marque duly found favour with a wealthy clientele. One of the most ardent supporters of the brand was Prince Henry of Prussia – the brother of Kaiser Wilhelm II.

      Benz introduced its first six-cylinder engine in 1914, and stuck almost exclusively to straight-sixes following the conflict. By this time, the company had produced some magnificent aero-engines, including a supercharged V12, and was also a leading light in the field of diesel technology.

      In the background, however, the wheels of finance were turning, and, for a number of reasons, a huge amount of shares in both firms came to be held by the Deutsche Bank. An agreement of mutual interest was signed on 1 May 1924, with a syndicate being formed in order to save production costs in an era of high inflation, and then, on 28 June 1926, a full merger took place, giving birth to Daimler-Benz AG.

      A Benz 14/30hp saloon of 1912 vintage.

      A new star is born

      Although the company was known as Daimler-Benz, the cars were marketed using the Mercedes-Benz name, with Mercedes officially losing the accents along the way. Only two Benz models made it into the Mercedes-Benz passenger car programme, and both were gone by 1927.

      There were straight-eights from October 1928, and the marque went into the mid-1930s with some magnificent creations, with the SS and SSK giving way to the 500K and 540K. By this time, the company was producing a range of vehicles that went from modest 1.3-litre saloons, with its NA four at the rear, all the way up to 7.7-litre supercharged eights with their glamorous coachbuilt bodies.

      Stylish artwork released soon after the merger of two of the greatest names in the German car industry, if not the world.

      The supercharged six-cylinder SS (27/140/200hp) seen here with a magnificent touring body – the epitome of vintage era glamour.

      Advertising from 1938, by which time the Silver Arrows legend had already been firmly established by the Mercedes-Benz and Auto Union concerns.

      Meanwhile, 1934 had witnessed the debut of the first of the Silver Arrows – the W25 Grand Prix car. This was followed by a string of successful models

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