The Star® Journal

Article: Richard Simonds
Data tables: Daniel Stahl
Images: Daimler Archives

When the W100 600 Grosser (Grand) Mercedes-Benz was introduced in 1963, the new model was a larger-than-life example of state-of-the-art technological sophistication paired with more-than-generous proportions. Even the 600 SWB (short wheelbase) had a 126-inch wheelbase, two to six inches longer than the W186 and W189 300 limousine ranges built by Mercedes-Benz from 1951-1962. The 600 Pullman models rode on a 153.5-inch wheelbase, the longest ever manufactured on a “unitized-body” chassis. This new top-of-the-line model was designed in Sindelfingen as an extremely exclusive car intended to fulfill the highest demands of the world's most select clientele (see Artifact, pages 6-7 of this issue).

The 600's standard equipment represented the high watermark of technology at the time. Individual clients could custom order a 600 to be outfitted and finished in virtually any way that they desired. As a result, there is little likelihood that any two W100 models ever built are identical. A word of caution to anyone contemplating acquiring one of these superb Mercedes-Benz automobiles: Considering the W100's complex and advanced mechanical sophistication and the fact that there is such a large amount of customization on each individual vehicle, properly maintaining a 600 today will require considerable ongoing financial outlay.

Background

The M100 engine was the first fuel-injected V-8 engine in Daimler-Benz history,250 (DIN)/300 (SAE gross) horsepower from a 6.3-liter engine, providing 369 (DIN)/434 (SAE gross) pound-feet of torque through a 4-speed automatic transmission. Top speed was rated from 124-130 mph with 0-60 acceleration in the 10-second range (a bit slower for larger and “special-protection” examples). Standard equipment included air suspension, power disc brakes, central locking systems for doors and trunk, fully power-operated windows, fully adjustable front and passenger compartment seats, power-operated sunroof (when selected), electronic heating and air-conditioning system, fully adjustable ride comfort and control (from the steering wheel), and dual-circuit/dual-caliper power brakes. The handling was very athletic, given the 600's size and weight.

The 600 SWB was expected to be owner-driven and seated five or six passengers facing forward - two or three in front and three in the rear. The Pullman and Pullman Landaulet (folding- soft top) models - typically chauffeur-driven - offered many configurations including: a four-door Pullman with face-to-face seating for four in the rear; a six-door Pullman with two to three rear seats facing forward and additional folding tables; a four-door Pullman Landaulet with face-to-face rear seating and a convertible top covering the open area to the front edges of the rear doors; and a six-door Pullman Landaulet with two or three rear seats facing forward and two forward-facing folding chairs; the soft top covered the same area as in the four-door Pullman Landaulet. Both four-door and six-door Pullman Landaulets could be ordered with a long soft top that extended to the middle partition behind the front seats. The six-door Pullmans and Pullman Landaulets could be ordered with or without door handles on the middle doors.

Of course, customers could order an armored 600 with either a standard or raised roof height. Not all armored 600s were purchased outright; protected examples could also be hired directly from Daimler-Benz.

In September 1965, a four-door Pullman Landaulet was custom made for Pope Paul V1 with a high roof and a special elevated seat in the open area at the back. Used by three popes, the vehicle returned to Sindelfingen in 1985; today it is on display in the Mercedes-Benz Museum. In 1965, a shortened-wheelbase two-door coupe was produced as a prototype, used by the Daimler-Benz testing department, and later sold to a customer in the United States. In the 1990s it returned to Germany, was fully restored, and is now in private ownership.

Although it is likely that Daimler-Benz made no net profit on the W100s, the car's glamorous clientele ensured a steady stream of priceless publicity and created an indelible image that lingers still; many of today's Mercedes-Benz enthusiasts regard the 600s as the holy grail of automotive accomplishment.

Before acquiring a W100, remember the adage, “Always buy the best example you can.” Full restoration is always more costly than the ultimate value of almost any vehicle, not including maintenance and repair costs. Another truism is also appropriate here: “If you have to ask the cost, you cannot afford it.”

Reasons to buy a W100

• Engineering and build quality were excellent.
• Safety features make them an exceptional vehicle.
• Styling is timeless; both contemporary and classic.
• A W100 can carry five to eight people and their luggage.
• Parts availability for engines is excellent: The M100 engine was later used in 6.3 and 6.9 models.
• Air suspension provides a very contemporary supple ride with greathandling and control.
• Just as importantly, you are an individual with the financial means to service and repair one of these sophisticated vehicles.

Reasons not to buy a W100

• Vehicles owned by people who did not know what they were buying often suffered from neglected servicing and components that need rebuilding or replacement.
• The Bosch fuel-injection system used in the W100 is expensive to repair or rebuild.
• All of the hydraulic systems (suspension, doors and trunks mechanisms, power-window systems, and more) are expensive to repair and/or replace.
• Fuel-system components (from fuel tanks to fuel pumps to injection systems) may need rebuilding or replacement due to damage from ethanol fuel additives; this is a particular risk for a car that has been stored for years.
• All 600s require premium fuel, although unleaded fuel is not a problem because Mercedes-Benz used hardened valves and valve seats on all models by 1951.
• Automatic transmissions can shift harshly and must be properly serviced to assure longer life and smoother shifting.

Checkpoints

• Chassis - The extensive size of these unitized-body vehicles means that all underbody components need to be checked for proper maintenance, lack of rust, and secure attachment of front- and rear-frame rails. All auxiliary systems (suspension, hydraulics, brakes, and lines to doors, windows, sunroof, etc.) need to be checked for proper operation. Years ago, I was quoted the cost to replace brakes, which can run $3,000-plus per wheel, or more than $12,000 for a brake job.
• Engine - Engine bearings, camshafts and other moving parts can suffer from postponed oil changes or use of oil without the proper lubricity classifications. Have the engine checked out thoroughly by an experienced Mercedes-Benz mechanic with the proper equipment to avoid expensive surprises that can multiply by many times the price you pay for the car. Pay particular attention to the fuel system, as noted on below.
• Suspension - These cars have lubrication points throughout the suspension; lack of regular maintenance can allow the grease to solidify into concrete-like consistency, causing damage to lower control arms, suspension links, kingpins and dried-out bushings that need to be replaced. All models had hydraulic compensators on the full suspension. If the compensators fail, it can also damage axle boots in the rear.
• Suspension repair costs can be prohibitive. Air suspension on all models requires regular maintenance and the use of methanol-based antifreeze to avoid water collecting in the air lines. Check for damage to the air valves, air lines, hydraulic lines, pumps and air bags. A well-maintained suspension should hold air without leaking and stay up for at least two weeks.
• Differential - Bearing noise and gear-lash adjustments are the most likely culprits here. Bearings may need to be replaced.
• Interior - As with most Mercedes-Benz models, components are often built for manufacturability rather than serviceability. Gaining access to the many complex and unusual control systems on a W100 can be time consuming and expensive.
• Gearbox - Automatic transmissions are quite durable if serviced regularly, but they may need a rebuild kit.
• Fuel System - Poorly maintained fuel-injection systems necessitate rebuilding, although the basic components are quite durable and don't often need to be replaced.
• Power Steering - Power-steering pumps and reservoirs may need rebuilding; hoses may need to be replaced.
• History - Get as much information as you can from the seller, including history of maintenance as far back as you can get it. These vehicles are quite well-engineered and durable, but engines will probably need a rebuild around 300,000 miles, or sooner if they have not been driven and serviced regularly.

Finally

If you have the means and the desire to own the finest luxury automobile to leave Sindelfingen in the past 50 years, look no further than the W100 600 series. Blessed with timeless styling and individually built in tiny numbers to the highest standards with the most advanced technology, the always-elegant 600 - be it the short-wheelbase four-door sedan or long-wheelbase four- or six-door Pullman or Landaulet model - is sure to draw admiring glances whenever it makes an appearance.

For more background on the W100 600 models, please see:

• Graham Robson, “Genteel Giants: The 600 and 600 Pullman - Larger than life and ahead of their time,” The Star, March-April 2013, pages 43-45.
• Guy Lewis, “Waking a Giant: Getting a dormant long-wheelbase 600 Pullman back on the road,” The Star, January-February 2015, pages 52-55.