Martin Horrocks
The Mercedes-Benz 600 made a strong statement when it was introduced at the Frankfurt Motor Show in September 1963. The 600 was in totally line with the Brave New World of the 1960s, where the Beatles revolutionized music, Dior revolutionized fashion, Fellini and Kubrick did the same for film. Social attitudes changed radically, economic possibilities improved, manned space flight became possible and satellites globalized communications.
So imagine the effect of this particular car, boldly ordered in Tunis Beige Metallic, on Madrid in 1964, a time when Spain was still way behind the rest of Western Europe in economic and social development. A time when protectionist economic policies made luxury goods hugely expensive. A time when the SEAT 600 had only just begun to put the nation on wheels. A time when this particular car would have cost more than a luxury residence in Madrid.
The charm of this particular 600 is that it is a very early example, which has survived unmolested. It has had only 4 owners in 58 years, during which time it has covered only 80.000Kms. The car has been repainted in its original Beige, and wears its original cream leather interior in beautifully preserved condition. Sitting in the car transforms you to a world of insulation and luxury, but not of excess. Sobriety is everywhere, like the best 1960s architecture, function and form combine to impress with elegance, not opulence. The materials are the best, the design is the best, the detail is exquisite.
A Triumph of Design
The Mercedes-Benz 600 (W100) was designed by Paul Bracq. Bracq had first designed the coupe and cabriolet versions of the W111 Fintail/Heckflosse, super elegant and super expensive cars which still turn heads in Hollywood today. Bracq was also responsible for the 1963 ultra classic W113 230SL Pagoda, the 1965 W108/109 S-klasse and finally the W114/5 “Beirut taxi”, before leaving for BMW. Mercedes never regained the elegance which Bracq brought to their 1960s product-line but BMW certainly benefited from it in the 1970s and built a strong rival offer to Mercedes-Benz.
Like the Pagoda and W111 coupe/convertible, the lines of Bracq´s 600 have not aged significantly. The generous window space gives the design a lightness which disguises its size and weight, helped by copious amounts of chrome trim, tastefully applied to stretch the profile of the car. With the 600, Bracq achieved the impossible, making a huge limousine seem elegant, tasteful and modern. To understand how hard it is to achieve this, compare a 600 with its contemporary Rolls-Royce Phantom or Cadillac Fleetwood Brougham. 21st century examples of how not to do this could be Rolls-Royce Phamton VII or VIII, and Mercedes own catastrophic Maybach 57/62.
A Triumph of Technology
The Mercedes-Benz 600 was not just sensational to look at, it was an engineering sensation as modern as its Rolls-Royce rival was ancient. The W100 engineering project was overseen by Mercedes´ greatest engineer, Rudi Uhlenhaut, the man responsible for the legendary 300SL Gullwing and dominant 1950s sports and Grand Prix cars. His performance criteria for the 600 were maximum passenger comfort, industry-leading safety and excellent performance for high-speed cruising. The heart of the car was a new 6.3 litre V8, the M100. A relatively simple sohc design with Bosch mechanical fuel injection and dry sump lubrication, the M100 gave a conservative 250bhp, sufficient to give the heavy (3000kg +/-) MB 600 performance unusual in a car of its class. Each M100 engine was hand-built and bench tested for 6 hours before installation.
The 600 obtained its limousine ride from a clever pneumatic suspension system, which also enabled the car to handle well for a car of its size and weight. In addition, there was an extremely complex high pressure hydraulic system, engineered to tolerances previously unheard of, to control systems such as windows, seats, sun-roof, boot lid and automatically closing doors.
If those luxuries delight the modern eye, the effect on a 1960s viewer would have been unbelievable. Everything is functional but of the finest quality, detailed with wood, leather and chrome. This example is fitted with a central bulkhead and window, so that the rear seat passengers can isolate from the front cab. There are different Blaupunkt radio systems for front and rear- this at a time when most cars had no radio at all. All switch gear is solid and chromed, seats glide back and forward, up and down under hydraulic operation.
Model choices
The W100 Grosser Mercedes 600 was built from 1963 to 1972. Although the specification hardly changed during the production run, there were variations on the theme.
The basic model, like the example we describe in this article, was the “Short Wheelbase”, meaning a 4 door saloon with a 3200 mm wheelbase, overall 5540mm long (for contrast, a SEAT/FIAT 600 was 3000mm/3322mm respectively). 2190 examples of the saloon were built, aimed primarily at owner/drivers. A long list of Rockstars and Jetsetters glamorized the car: 3 of the 4 Beatles, Elvis, Bowie, Clapton: Onassis, Coco Chanel, Hugh Hefner, Liz Taylor etc.
A second chassis length (all fitted with a central divide) was produced for the chauffeur driven market. This was based on a 3900mm wheelbase, overall length being 6240mm. The LWB models could be had in 4 door “pullman” or 6 door limousine configuration, the rear compartment now fitted with 2 jump seats as well as the rear bench seat. 429 LWB limousines were built, mainly for formal or state use, often by rulers with no democratic credentials. The “Grosser 600” earned the epithet of “The Dictator Mercedes”, endorsed by such luminaries as Papa and Baby Doc, Saddam Hussein, Idi Amin and Bokhassa. Communists also seemed to love the car, so Brezhnev, Mao, All the Kims of North Korea, Ceaucescu, Tito all had 600 limousines.
The LWB was also available as a Laudelet, with a convertible fabric rear roof, accounting for 59 examples, 2 supplied to the Vatican.
Driving the 600 in modern times
The Mercedes 600 still commands great presence, which is very helpful in current traffic conditions. Other drivers give you room, perhaps fearing the consequences of getting too close, The excellent vantage point and 360 degree vision shrink the car around you, and by modern standards it is not so wide (1950 mm, whereas a Qashqui is 1850mm).
Fitted with PAS; automatic transmission and powerful brakes, the overall effect is not scary, though you need to remember the length of the car and its overhangs. The engine is strong and torquey, so keeps up easily with modern traffic.
A large turning circle means that parking maneuvers have to be planned, but the steering is fluid and pleasant, so the car does not wander at all. The auto transmission is more mechanical and slower than a modern unit, but the torque means that gearchanges are infrequent. The ride is excellent, a combination of the weight of the car and that air suspension smooth out most things, but corners present more of a challenge with weight transfer and roll limiting the dynamics. Brakes are very good, but the driver needs to remember that there is a lot of metal to stop in an emergency.
So basically, drive the 600 with a little respect for its years and it will delight you and your passengers with the ease of progress and quality of environment. There is little finer than driving around the city in a piece of mobile modern art. This was a car built without compromise, an engineer´s car designed by artists for connoisseurs which played a central role on the world stage and which has lost none of its drama and presence with age.
*For those readers who might be interested, this car will be auctioned soon by Collectingcars.com
