Glenister 1936
1929 Mercedes Benz 460 Pullman front
With hindsight it was not the most auspicious timing for a premiere. In October 1928 – just a year before the start of the Great Depression – the 18/80 hp Mercedes-Benz Nürburg 460 (W 08 series) made its debut at the Paris Motor Show. Generously proportioned in every sense, the vehicle was aimed essentially at a wealthy clientele – not perhaps the most “opportune” customer base given the circumstances of the day. But then there was always the alternative perspective, for although the well-off had lost considerable amounts of money on the turbulent international markets, many had managed to manage their finances with care and put enough to one side to buy a new car - and make a statement in so doing. Then as now, a Mercedes-Benz was considered a sound investment. And for Mercedes-Benz the story had a happy ending, since in relative terms the W 08 enjoyed great popularity in the luxury and prestige class over a production lifetime of eleven years.
The Nürburg – as the vehicle became more familiarly known – was the last pillar of the new joint model programme following the merger of Daimler-Motoren-Gesellschaft and Benz & Cie. in 1926 to form Daimler-Benz AG.
It was seen as the successor to the 15/70/100 hp six-cylinder supercharged model and underwent a hurried development under the supervision of Ferdinand Porsche. Other brands were already enjoying considerable success in the luxury vehicle segment, not least among them the Horch 8 produced by the German competitor Horch, a vehicle developed by none other than Paul Daimler after Daimler-Motoren-Gesellschaft had originally rejected his design.
The Nürburg was the first series model from Mercedes-Benz to feature an eight-cylinder engine. For this reason it was often referred to in some publications as the Nürburg 8, and the cover of early catalogues is adorned with a golden figure 8 embedded in a lozenge shape. It was christened the Nürburg not as a reference to any particular sporting ability, but rather as a tribute to its reliability – during endurance testing on the Nürburgring the vehicle had clocked up 20,000 kilometres in just 13 days and nights.
Built initially on a high-frame chassis, there was much about the Nürburg that resembled the stocky and impressive fortress its German name suggested. Yet at the same time it was rather old-fashioned and antiquated in appearance; vehicle construction and design had moved on and adopted new laws. Soon after its debut, therefore, the model underwent a thorough revision and was equipped with a low-frame chassis – one of the first tasks of Hans Nibel, Daimler-Benz’s chief designer who succeeded Porsche on January 1, 1929. The now much more visually pleasing Nürburg was again presented at the 1929 Paris Motor Show. The lower-slung vehicle had a longer, more elegant look, and was now every bit the equal of its competitors in terms of external appearance.
The power unit was an eight-cylinder in-line engine developing 80 hp (59 kW) from a 4.6-litre displacement in combination with a four-speed transmission. By popular demand it was joined in 1931 by a more powerful variant that developed 100 hp (74 kW) from a 4.9-litre displacement. This model was not officially available until later as the 19/100 hp Nürburg 500; for the not inconsiderable surcharge of 2,000 Reichsmark this variant came not only with the more powerful engine, but also an economy gear or “overdrive”, engaged to reduce engine speed for each of the four forward gears, and high-quality, high-performance Zeiss headlamps. From September 1932, an overdrive was also available on the 460 model at a surcharge of 1,400 Reichsmark.
Whereas the 500 was produced solely as a long wheelbase version, the 460 model was additionally available as a 240mm-shorter version bearing the additional designation letter “K” – not to be confused with the “K” in the name of the later supercharged vehicles. The shorter chassis was 50 kg lighter and fitted with 4/5-seat bodies, available as a saloon, open-topped tourer and Convertible D. The low-frame variant of the 460 K was also still available as the “St. Moritz” special convertible C. This model acquired the illustrious name of the winter sports venue in the Swiss Engadine region after the car beat all other competitors in an automotive beauty pageant in early 1930.
One special version of the Nürburg 460 built on the short chassis did not appear in any brochure or price list: a two-seater sports roadster, two examples of which were used in motorsports events. In the international Alpine Rally of 1929, Rudolf Caracciola and Otto Merz covered a distance of 2,660 kilometres in these unusual sports cars, as well as completing the eight-hour ADAC long-distance race for non-supercharged touring cars on the Nürburgring.
Production of the Nürburg 460 ended in December 1933
1929 Mercedes Benz 460 Pullman front
With hindsight it was not the most auspicious timing for a premiere. In October 1928 – just a year before the start of the Great Depression – the 18/80 hp Mercedes-Benz Nürburg 460 (W 08 series) made its debut at the Paris Motor Show. Generously proportioned in every sense, the vehicle was aimed essentially at a wealthy clientele – not perhaps the most “opportune” customer base given the circumstances of the day. But then there was always the alternative perspective, for although the well-off had lost considerable amounts of money on the turbulent international markets, many had managed to manage their finances with care and put enough to one side to buy a new car - and make a statement in so doing. Then as now, a Mercedes-Benz was considered a sound investment. And for Mercedes-Benz the story had a happy ending, since in relative terms the W 08 enjoyed great popularity in the luxury and prestige class over a production lifetime of eleven years.
The Nürburg – as the vehicle became more familiarly known – was the last pillar of the new joint model programme following the merger of Daimler-Motoren-Gesellschaft and Benz & Cie. in 1926 to form Daimler-Benz AG.
It was seen as the successor to the 15/70/100 hp six-cylinder supercharged model and underwent a hurried development under the supervision of Ferdinand Porsche. Other brands were already enjoying considerable success in the luxury vehicle segment, not least among them the Horch 8 produced by the German competitor Horch, a vehicle developed by none other than Paul Daimler after Daimler-Motoren-Gesellschaft had originally rejected his design.
The Nürburg was the first series model from Mercedes-Benz to feature an eight-cylinder engine. For this reason it was often referred to in some publications as the Nürburg 8, and the cover of early catalogues is adorned with a golden figure 8 embedded in a lozenge shape. It was christened the Nürburg not as a reference to any particular sporting ability, but rather as a tribute to its reliability – during endurance testing on the Nürburgring the vehicle had clocked up 20,000 kilometres in just 13 days and nights.
Built initially on a high-frame chassis, there was much about the Nürburg that resembled the stocky and impressive fortress its German name suggested. Yet at the same time it was rather old-fashioned and antiquated in appearance; vehicle construction and design had moved on and adopted new laws. Soon after its debut, therefore, the model underwent a thorough revision and was equipped with a low-frame chassis – one of the first tasks of Hans Nibel, Daimler-Benz’s chief designer who succeeded Porsche on January 1, 1929. The now much more visually pleasing Nürburg was again presented at the 1929 Paris Motor Show. The lower-slung vehicle had a longer, more elegant look, and was now every bit the equal of its competitors in terms of external appearance.
The power unit was an eight-cylinder in-line engine developing 80 hp (59 kW) from a 4.6-litre displacement in combination with a four-speed transmission. By popular demand it was joined in 1931 by a more powerful variant that developed 100 hp (74 kW) from a 4.9-litre displacement. This model was not officially available until later as the 19/100 hp Nürburg 500; for the not inconsiderable surcharge of 2,000 Reichsmark this variant came not only with the more powerful engine, but also an economy gear or “overdrive”, engaged to reduce engine speed for each of the four forward gears, and high-quality, high-performance Zeiss headlamps. From September 1932, an overdrive was also available on the 460 model at a surcharge of 1,400 Reichsmark.
Whereas the 500 was produced solely as a long wheelbase version, the 460 model was additionally available as a 240mm-shorter version bearing the additional designation letter “K” – not to be confused with the “K” in the name of the later supercharged vehicles. The shorter chassis was 50 kg lighter and fitted with 4/5-seat bodies, available as a saloon, open-topped tourer and Convertible D. The low-frame variant of the 460 K was also still available as the “St. Moritz” special convertible C. This model acquired the illustrious name of the winter sports venue in the Swiss Engadine region after the car beat all other competitors in an automotive beauty pageant in early 1930.
One special version of the Nürburg 460 built on the short chassis did not appear in any brochure or price list: a two-seater sports roadster, two examples of which were used in motorsports events. In the international Alpine Rally of 1929, Rudolf Caracciola and Otto Merz covered a distance of 2,660 kilometres in these unusual sports cars, as well as completing the eight-hour ADAC long-distance race for non-supercharged touring cars on the Nürburgring.
Production of the Nürburg 460 ended in December 1933