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The S-Class and Its Engineers: from W109 to W140 (German)

The S-Class and Its Engineers: from W109 to W140 (German)


[MUSIC] “fünf komma sechs” presents The S-Class and its engineers [MUSIC] Part 1 Alright Actually this is the car with the largest displacement I have ever driven 6.3 liter M100 oh … here sh*t … broken? … Yes but the key isn’t broken just the front plastic part of it it wasn’t me – i just turned it very soft so, now we buckle up. we are safety technology on the way yes of course, also… there is a anomaly in the w123 there were no seatbelts in the back but if you ordered the t-modell (station wagon) and the third row of seats. The third row of seats came with seatbelts in standart thats, i will say, enthological its hard to convey i would say, not everything whats done in the auto industry and is offered then is always logical that is “N” … one more thats a 4 gear? 4 gears, yes Now we turn the lights on oh im very nervous here in front of the beautiful hunting lodge in Friedrichsruhr And we are driving here with the M100 – the W109 300 SEL – 6.3 Jens you are navigating us, right? Yes. I’m very glad – there in front is coming a electric car – there we have to watch out And im sitting here with the graduate engineer Frank Knote a well known acquaintance in our little tv-studio and that is also the production series of the time when you have started working at Daimler You’ve started working there at the 1st December in the year 1966 Yes, exactly! And this production series started in the year 1965 till 1972.. Yes But with this car i was not included in the development directly further it was developed by Erich Waxenberger the sporting orientated Waxenberger he regretfully died not long ago back then my task was it in the production series 108 (w108) to place … – this one is w109 – … the M130 2.8 liters carburetor and fuel injection before it ran with 2.5 liters and then it have been upgraded cubic capacity and performance and the engine was implanted and balanced by me As i started working at Daimler I was hired as exhaust treatment back then I should make the detoxification The Prof Scherenberg said, we have to do something Because I did a PhD at a chemical institution and was able to write and speak the words NOx and CO and so on I was put as the responsible for exhaust treatment and I have also I think, for more than 20 years I developed the exhaust treatment at Daimler later maybe not developed but took the resposibility I have to say Of course as a exhaust treatment resposible but that was not enough I also took care about engine building The first engine I made and where I still fascinated today is the 16 valve engine At that time I was designing it because the proud engine builders did not like to make it It was and exotic engine In the past, we made more comfort orientated engines and the 16 valve engine was supposed to be used in the W201, so called baby-Benz in the rallye series with Walter Röhrl a so called “high burner” You have done record runs in Nardo yes, but initially that was not planned Planned was Röhr with rallye But like always, the plans change Röhrl left then we had the engine By the way, the cylinder head was developed by Cosworth and also manufactred We got 20 heads I ran very well We got the desired engine output right away And then one drove the word champion in nardo It was a good thing oil temperature 102°C oil pressure 5.5 water temperature 90°C gear box temperature 104° rear axle temperature 114°C petrol pressure 5.8 250.000 km with above 250 km/h this was already pretty nice how did you archieved that the cars were so quickly? In mass production it ran 230 but this is only mass production engine it depends on the gear ratio or if you lower the car minor modifications no problem for a single car After ca. 17.000 km the first big pit stop dealer maintance in only 5 min. Despite the necessary refueling tire and oil filter change check valve play and compression the spark plugs of the 2 camshaft engine are replaced this engine has 136kW which is equal to 185 horse power and is exactly the same output as every serial prodction engine For us in the development the W201 was a little grey mouse the biggest engine 2.0L petrol naturally aspirated and a 2.0L diesel And now the 16v was built in A Mercedes of the Series 201 had in nearly 201 km/h before the official aknowledgement of the FIA the car has set three distance world records with average speeds of more than 247,5 km/h and with that beat the previous world records with more than 70 km/h more and won 12 international class records they matter espacially in Nardo, because the record setting vehicle was not a espacially developed car but a simple Pre-Series model that was identical in most parts to the customer models You could hunt down porsches with that car that was something we couldn’t do before to this point the fastes e-class was a 280E with a top speed of 198 km/h and even the 500 only got up to 220 km/h so that car was fantastic for us young engineers to drive up behind a Porsche 911 with a W201 he saw that small mouse in his rear view mirror and gave full throttle and thought we were gone, but realized after a time he’s not getting away with his Porsche and because the people in the 911 were mostly 20 years older than us they were exhausted pretty quickly and they drove to the right and let us pass That made a lot of fun *laughs* And that is the engine that was in the “big” 600 in the so called “big Mercedes” the M100, 6.3 litre 250hp, and i think this was the fastest Production vehicle on earth This is right … absolutely He had literally no enemies Many sportscar drivers wondered that it’s possible to do that with such a big sedan We are currently on the former Suspension test route “Friedrichsruhe” we had a round course, made up of open roads that we often used to test suspension settings to test moving parts on the cars but the original track changed a lot the tarmac was changed Back then we used the “Autobahn” that was part of our test We tested VMax and it’s sad that the tarmac was changed meanwhile because you made profit, of the reason that the street was so bad You could do a “Bad Street” test Not exactly, that was called the “Heide” test because we had a route in the “Lüneburger Heide” that was copied and pasted onto our test track and that name is still used today “Heide” test But today the main part of the “Heide” test is made on a testing rack. to test the quality and vulnerabilty of the whole car That are those Hydro-Pulse Exactly It’s honetly hurting when it’s raining on that beatiful car Yeah you should have brought better weather i hope its better tomorrow because i wanted to bike with my wife ahh, yeah i know with the pedelecs But your wife got a electric bike too ? she got a real one, i got a mountain bike, that i want to transform that was gifted to you from the workforce right, from colleagues to my 25th anniversary you know my story really good ? of course Now, how do i turn on the wipers ? your not turning you need to press awesome theres something about those butterfly wipers right ? … yeah the motion looks kind of nice but if you compare with later models, the space it cleans, is really small the people were smaller Driving Safety for our engineers its the goal to make the car technical as perfect as possible It needs to handle every driving scenario perfectly I started working 1969 for Mercedes with the sensors for the ABS the nice thing about that was for us engineers, that there was no predecessor for that ABS So we needed to invent many things We needed to look at whats the wheel doing if its blocking while braking What technical parts can avoid that state We needed to even look at what we need to measure Do we only need to test the braking distance on a straight way what about a curve braking ? Do we test the G forces etc. what is ABS doing when there is snow or while aquaplaning We needed to invent all those experiments it was a inventive work Also the nice thing for the engineer, was that all those Stability Systems that stabilize the car while driving get used mainly on ice roads so in the winter when theres snow and ice to stabilize the car so that in february of 1969 – two months into working here – I went to Switzerland and there next to Engadin Airport we flooded the meadow which then froze and then we did our tests In May of 1970 we went to the parking lot of the Edelweißspitze because there was still snow left it was straightened out with an Unimog we woke up at 2 am in the morning and until sunrise we performed our ABS tests because the sun would melt down the snow to mud What cars did you put those systems into at that time? We started out with the W108/W109 In 1970 on the Edelweißspitze – there are some photos of that – we also brought the W100 then there was the W116 the W114 depending on what car was currently in development we did the tests to the systems correspondingly the great thing is you can actually hear a relais actuacting in todays cars that sound is created synthetically you’re talking about the turn signal sound? Yes! it’s like a mechanical clock we are definetly back on the original track we are now in Ohrnberg Ohrnberg Ohrn is the river that flows through the valley which ends here in Kocher there’s a beautiful bike path here the Kochertalradweg The windscreen is misting up a bit but we’ve got a defrost setting here I’m gonna set it to defrost… you can feel it blowing upwards I’ll set it a bit warmer Great! It’s getting better already There’s something great about it, ain’t it? yes, of course very noble now we’re getting on to it beautiful! something I have got to point out here: we are riding on air here that’s something quite special I believe it is the first chassis but also the last one for some time with air suspension The W100 was produced until 1981 alongside but this car was replaced by the W116 which didn’t have air suspension The W116 did not have air suspension BUT the W116 the 6.9 the even larger engine on the W116 that was built with hydropneumatic suspension not air suspension, rather hydraulic struts then air suspension returned back into the W220 the S-Class from 1998 However I think it’s safe to say that the air suspension from this car and from the W220 – if at all – only have air in common [MUSIC] Why did Mercedes get away again from pruducing air suspensions? Well, one of the reasons was, that .. on high-frequency shocks but also at minor shocks the former air suspension had a harshness. the technical term for the transfer of high-frequency, small roughness, shocks, that means it’s lacking ride comfort in terms of acoustics and mechanics a car won’t turn a bad road into a good one, of course not however a well constructed car limits the effects of bumps, holes and bumps down to a tolerable extend the old airbags based upon the old technology we had at that time did not meet the requirements and then we concluded as long as there’s no need to adjust the ride height to keep the car level we staying with steel coils which does not have the harshness problem and it’s also easier to produce You have to take the cost/effort ratio into consideration so we came up with the all around ride height adjustment which was put in the car into addition to the standard suspension and then once technology advanced we returned back to air suspension since the W220 and I can say that in the luxury class cars it achieved great success our competitors do it as well the demand for large sedans is increasing worldwire more and more long distance driving cars with great practicality are in need We’re talking about cars that fit the private needs as well as the everyday needs for work Mercedes-Benz builds exactly those vehicles For many years the demand for safer and more economical cars is increasing as well Mercedes-Benz builds vehicles that are ahead of these requirements If I was to tell some stuff about this car then I feel rather connected with the W126 because in 1977 I started working in car development as a young engineer In 1979 this car was released for sale So with this car I gathered my first experiences with passive safety, the structual rigidity and the supplemental restraint systems In 1977 we did the first crash tests with W126 development cars these vehicles still looked like W116 but under the hood they were of course already W126 And this vehicle is the first of our cars that was developed with offset front impacts in mind You may know that in 1969 the Mercedes-Benz accident research was founded which intensively observed the happening of accidents, the REAL accidents; the way our cars perform in accidents, what injuries are caused by those accidents, how do these accidents happen exactly, and we quickly noticed that the way crash tests were performed back in the days for example with speeds up to 50 km/h (30 mph) fully covered colliding against a fixed, flat surface is not how cars actually get involved into accidents in reality you can see that when looking at the used replacement parts for the W126 in general you’re never gonna find a front left headlight exactly, because you’re need that the most and here in our right-hand traffic the most common accident is that on the left side, the driver side, where someone is always sitting the driver is always in the car these asymmetric collisions – we’re calling it offset collision – often lead to very high intrusions that means we had serious leg injuries simply because the footwell moved back a lot the steering rack fold itself up a lot more than it typically happens with a 0 degree impact, meaning a centered impact so we fitted the W126 with a so called “Gabelträgerstruktur” (a fork shaped structual component) we call this the principle of load balancing we are trying to build the chassis in a way that a concentrated load on one single spot still splits up to more components in the chassis so that one single part cannot be overloaded and fail early we were the first ones to do this we originally tested with collision speeds of 60 km/h (37 mph) and we tested offset collisions against a deformable surface with 40 percent coverage and later on we tested speeds of 65 km/h (40 mph) that is today’s standard test in the ratings but it is also demanded by the law [MUSIC] Have you ever looked at your competitor’s antilock system? I believe LUCAS developed a system that eventually found its way into Ford cars I have to say the first patents to such systems were registered in 1908. And in the late 1930s there were patents for anti-blocking for railway applications We did have a look at them but they were not suitable for any passenger car application That’s because on a train they wanted to avoid any blocking and grinding to the wheels but passengers would notice these vibrations Aircrafts also had similar antiblock systems their purpose was to ensure that during landing the tires would not block and eventually make them blow Their intention always was to avoid any blocking in the wheels the tires should be able to roll freely However they never intended to reduce braking distance and neither did they – especially for railway applications – have any problems related to braking during turns In 1958 my boss – Dr. Burkhard – tested an antiblock system in a passenger car and it didn’t work There also was the (Dunlop-) Maxaret system which was put into the Jensen FF but it was not advanced enough If your passenger side tires were rolling on snow or sand the overall braking pressure was reduced and therefore the vehicle struggled to decelerate another big problem we encountered at the beginning was our technical equipment we did not have any micro processors or computers or anything like that for that matter so the signals coming from any sensors, or valves during the actuation that we were testing and had to optimize were printed to yellow photographic paper with a ray after the test the photographic paper had to be put into a dark box quickly then we drove to a dark garage without any windows we put up the photographic paper sprayed it and 2 hours later we got to look at our test results [MUSIC] Back in the days you developed the C111 powered by a Wankel engine Did you consider putting the engine into production cars? We thought about that for a long time. There were also many test cars which were fitted with a two rotor Wankel engine Some of them had three rotors but mainly two-rotor engines Our company put a lot of energy and costs into the development. But at some point we concluded The engine does not have any chances to meet the strict requirements in terms of exhaust gases and other parameters to really exist. Then we stopped our project “Wankel engines” and we were done with it. From the very start my boss was Dr. Oppländer who didn’t think much of the Wankel engine and I have to admit it influenced my opinion But then I was assigned to perform the emission control on the Wankel engine They didn’t have anyone doing that. Then I worked with some two-rotor engines and did the emission control But the Wankel of course a horrible engine in terms of emission control That didn’t work at all it pretty much only put out HCs And it didn’t like back pressure Catalytic convertes of course produce back pressure even more so than an exhaust system Especially with its combustion chamber it was such a catastrophe Reliability wasn’t the main problem There is a company that sells passenger cars with Wankel engines We actually had a Wankel engine that lasted for 100,000 km (62,000 miles) They presented this motor but the next ten engines broke after 5,000 km (3,100 miles) that was never mentioned. Then we said we had ONE engine that ran 100,000 km But then we didn’t have a side intake but rather an intake around the engine because apparently that was great and you could put one, two, three, four rotors next to each other with ease Anyone who didn’t have a clue found this to be great as well Of course we had direct injection as well. We injected directly into the engine onto a “cold side” Of course it was great on the Autobahn running at 6000 rpm – that works just fine. But at idle speed it really wasn’t great. Additionally in contrast to the piston engine the gasoline mixture travels inside the chamber Theoretically you would need a spark plug that travels alongside Because depending on where you ignite the mixture it is at another place. There are some engines that have two spark plugs or maybe three spark plugs, sure you can do that! But somehow it’s just rubbish Either this is right, or this is right The Wankel engine It never appealed to me I didn’t have any problems with it when the project was shut down The only thing, the C111, I liked it of course That was a great car It really died in 1970 during our energy crisis We fitted an SL with a four-rotor Wankel engine Officially ready for production – but it really wasn’t But we were really close And with that we stopped with Wankels [MUSIC] This is for the most part the original track, somewhat wider but the track itself and the route is similar to the original one so you would speed down this road this is probably the first chassis or maybe just before the first one you tested here for what time period did you use this track? I believe it was until the R129? You could say until the end of the 80’s we tuned our suspensions with this track Even after that we still used it occasionally However… as the years went by we moved to a separate testing ground somewhere we could test without any distractions and without any camouflage as well because if we went here with a prototype car we’d be nervous everytime “Is there a photograph somewhere hiding behind a bush?” Suprisingly we rarely got distracted around here at the moment I can’t think of a photograph that was shot here in Friedrichsruhe there definetly were more in Sweden and in the USA but not so much in the nearby Friedrichsruhe Something I want to point out here for our viewers wondering because we already covered the topic of Friedrichsruhe 5 years ago some of our friends – we’re hardcore W126 fans – One my friends got the original press information from Mercedes-Benz Classic for the S-Class driving event in 1985 here in Friedrichsruhe the W126 facelift was presented here so we went here on our own with four W126s and we prentended to do the driving event and then we took the original track you see, that’s some level of insanity and now five years later we’re driving this very track together – I like that
– I agree! We also did some other driving events here f.i. the 500E (W124) was presented here and so was the W124 convertible – that’s the A124 – that’s almost touching compared to today’s driving events The X-Class driving event is in Santiago de Chile what I mean by that is it’s touching to present the 500E here on the country roads That’s rightl! But that is how everything evolves nowadays always one step further there’s the W116 we’re driving that one shortly that is if it’s still intact I’m not sure. When it’s sitting there suspiciously…who knows? or maybe the driver hat to perform a quick technical stop [MUSIC] So in general about the W116 the conflict between sportiness and luxury or driving dynamics and luxury, where was this car located? BMW released the E3 then they did the 7 series at this point THIS car was already available to buy What are your thoughts on the W116 discussion back then? First off we have to go back in time before the W116 we had the W108/W109 which used a swing axle It was very comfortable however it had its problems when it comes to driving dynamics because during braking the rear axle gets unloaded so that the wheels get into their tilted position therefore our goal was to build a dynamic, modern suspension That was the case with the W116 because together with the W114 it got rid of the swing axle at the same time the previous vehicles had a high requirement in great comfort at Mercedes-Benz so between these two requirements we had to compromise And I think we did a good job with the W116 the ability to drive a lot more sporty and quick just like the W108/W109 but with the same level of comfort Were manual transmissions still a thing in luxury sedans? there were manuals up to the 350 SE(L) I believe that was difficult to predict of course there were many drivers wanting to have a manual they were amazed by the W116’s double camshaft inline-six engine however automatic transmissions were the way to go that’s why the development of automatic transmissions was forced a lot more in contrast to manual transmissions We all know about the development the americans had three-speed autos they had a torque converter which of course was very comfortable when shifting but it made fuel consumption and engine speed terrible then they did the four-speed autos and as we all know nowadays we have nine-speed autos We’ll see how much further it will go I feel like at nine or ten gears we’ve reached the limit after that there was – especially in regards to fuel economy – a clutch in addition to bypass the torque converter so during normal constant driving the torque converter would not bottleneck from what I remember BMW did this for their top gear or maybe third or fourth gear and that further developed into todays transmissions that can bypass the torque converter in every gear BMW then also had problems with vibrations the whole drivetrain of course has different loads when there’s a torque converter compared to having the transmission rigidly attached to the engine [MUSIC] did you like seeing what AMG and other tuners did back then or did you just ignore them? not at all! We were not that much in contact but we would definetly took note of them at the same time we’re riding in the base model of the “Red Pig”! the engine’s displacement was increased to 6.8 liter (turn right here) at the mansion we’ve got its replica it’s not the original car and so Hans Werner Aufrecht made a car for quite some impression the car won in Spa and I believe second place overall I have to say something about this car because unfortunately we’re about to return it it does drive like a modern car of course the steering assist is from today’s point of view almost non existant. But it’s there! otherwise it’d be even heavier. with the heavy engine! I’m surprised by its steering alignment I did not think it would be this good must be the air suspension that works its way The steering is not dynamic. It’s not fast enough for that with air suspension Our body weights inside the car are compensated for instantly and about the steering: back then there was no parameter steering, a hydraulic steering that would – depending on the current speed – adjust the steering forces accordingly and because it didn’t exist back then the steering forces were – in regards to driving dynamics or safety – put near their top end limit you could make the steering lighter but at higher speeds the steering would feel too loose [MUSIC] now I’m having great respect for this car I’ve got to say I’ve never driven a W140 I’m seeing we’ve got an early model it has its 600 SEL badging here, we’re driving a 12 cylinder car! exactly this car, just the silence inside I’ve just closed the door. You don’t hear a thing It’s almost like a tank, most likely due to the double paned glass to some extent, of course. so…then we probably have – I’m not sure if it’s electrically adjustable the rear view mirror? – Yes it is, look here you might think “Why can’t I grab it then?” that’s because I can store its position with my memory setting but they moved on from that the adjustment It was the only one to have this in my opinion it’s overdone you can adjust the mirror by hand and still store it to memory so you don’t need to electrically adjust it as well Yes. by adjusting it by hand it’s a lot faster but it shows that they really wanted the car to make everything the best It’s unbelievable! Let alone how it drives even better for me, I’m driving a W126 so I’m recognizing a lot of things here straight away the instrument cluster, there even is an oil pressure guage! It’s fine, we’re at 2.5 bar we’re not flooring it then it would have to jump up even though there was some debate about the oil pressure guage Why is that? – You don’t need it. No. Did it just confuse people? It’s an information that doesn’t tell you a lot. most people don’t know what 2.5 bar means they’d probably ask themselves, what is a bar? Is it some place to have a drink? It’s a feature that sneaked into the automotive industry I guess it used to be an important guage (Amazing!) If you know a bit about cars you know as the pressure drops the engine is up to temperature “the oil lubricates best then” – “But who knows that?” you know that, I know that I just can’t stop smiling With the new S-Class models Mercedes-Benz has always redefined the international standard for sedans That requirement still counts on the new S-Class The typical Mercedes-Benz qualities such as safety and relaxing comfort were further developed as well as aspects regarding driving dynamics and enviromental sustainability Part of that of course is its stability in value which is clearly shown on the outside The design is not revolutionary But rather classically elegant, stylish and without gimmicks Under the understated suit however are plenty of technical innovations that make up for a previously unknown driving experience The W140 is of course an interesting car especially for the car body engineers When the W140 was planned after the W126 the goal was to build an extradonary comfortable car that was pretty much the main goal There were several approaches on how to develop the W140 very early on How to develop a concept chassis that would make up for the highly required comfort and so there were different options on of which was to build this car with a perimeter frame in mind That means to make a base vehicle out of this one such vehicles were actually build there was a very large subframe that had longitudinal supports and connected to the rear subframe basically a complete frame that was one solution some build up chassis that were still unibody and did have some stiffness the second option was to build up a car with intentionally thick sheets a lot thicker than the usual thickness for the time that was of course a very heavy solution and a third option was to build up a vehicle with so called MPM sheets MPM sheets are thin sheets that were made up with a layer of plastic inbetween these parts were pushed together but it was quite difficult to produce such parts the parts developed wrinkles depending on the bends however these sheets had the advantage of having a great sound isolation If you were to knock against such sheets it was a very deep sound while usual sheets of course sound a lot “brighter” In the end it came down to building a rather conventional chassis BUT out of the perimeter frame that large front subframe of the W140 was left over and you know a subframe in contrast to a static one is elastically disconnected from the chassis that subframe the W140 had was put in the first gen Maybach (W240) with that in mind quite an interesting construction especially interesting about that subframe is that in the front area it was mounted below the longitudinal supports and the rear subframe mounts were put in front of the A pillar together with a dampener it was a subframe that had side arms below the longitudinal supports and it had these two struts that would go in right in front of the A pillar and THESE two struts were quite interesting for crash testing because they were a support for the front tires during an offset collision for example with these subframes it was intentionally avoided that even in severe accidents any front tire could penetrate into the legroom [MUSIC] theoretically anyone in their cars should be proctected from injuries from all sides at least as good it was time for the new S-Class it is unbelievable – I’m not sure if you can tell from the video – how quiet this car really is. It’s insane! the road noise, the sublime feeling, the car….let’s just say it reacts late delayed to any bumps in the road nothing can interrupt it we’ve just hit a stick on the road probably cracked a lot louder on my mic and I have to say interior space is roomy but its stunning if you took the giant W140 – which was usually referred to as an elephant – and put it beneath today’s C-Class they’re nearly identically large it was just a short living complaint you could almost say a hysteria! but only the germans complained world wide it wasn’t something to complain about [MUSIC] for the last 100 years men and car drifted apart further and further it was time for the new S-Class is it true that for the W140 you thought about putting in a 16 cylinder engine and also constructed one? No. there is photograph from the 16 cylinder engine which were two eight cylinder engines one after another I believe there even was a title-page I believe Mr. Obländer is seen there. But I’m not entirely sure but the picture was just a photofit it never existed it would never do because an engine of that size can’t fit in a car the magical force of large numbers has been there forever and an S-Class had to do something along the lines as well and it wanted to do so and then it got 12 cylinders the engine’s called M120 it has the M104’s six-cylinder head on each side and with that there was reasonable effort required to develop this engine and I believe – and I’m going to ask Dr. Abroff, he might know exactly – for the W126 there was an internal test car and Mr. (Werner) Niefer drove it which had two M103 engines welded together as a 12 cylinder engine I don’t know; it might have been theres a famous quote from Mr.Niefer from an interview about the (BMW) 750 as well he was asked why Daimler didn’t offer 12 cylinder engines and Mr. Niefer would answer: “I’m driving one and I can assure you nobody needs it!” the main point was he had one typical answer for Niefer it was about the rumor that BMW is building a 12 cylinder engine so the research team and Mr. Quinner and Dr. Hereth received the job to build a 12 cylinder engine and they built from two V6 engines – not M103’s! that V6 engine didn’t have a code because it was an engine that never went into production and that only ran during research and from these two V6’s our research built a V12 really tinkered together it was essentially two engines it didn’t even have a single piece camshaft it was quite a tinkered engine but they put it into a car and Mr. Breitschwert drove it and we drove it as well but as a premature engine it could never keep up with the mass produced engine and rumor had it Mr. Breitschwert just built it to show off we can build this engine but we’re throwing it away however it didn’t take very long because then BMW came with a V12 the head of engine development was Mr. Lange you might have heard about him Mr. Lange was an excellent – not just engineer but also speaker his speeches started with “There are 12 months, there are 12 apostle…” and he mentioned anything historically relevant that had something to do with ’12’ and of course 12 is the magical number and you have got to admit the engine was really good and that lead to the decision that for the next S-Class we need a 12 cylinder engine this had to go down fast as well and we already had the inline six with 24 valves so we took its cylinder head the engine was put in the W140 with 3.2 liters (of displacement) so we built the 12 cylinder engine with six liters a large engine… originally it had 350 HP and it would have completely fine BUT Mr. Niefer said we can’t do that BMW has 300 HP, I want 400 HP and then it made 300 kW which are 408 HP So far it was not possible to join the driving dynamics of a sports car with the comfort and interior space of a sedan be excited about the new S-Class as for me I wasn’t quite happy when I was responsible because we had to modify the camshafts in a way – the engine made more HP per liter than the inline six which is not really that fortunate you didn’t actually need the 20 or 30 more HP on the top end but a little more low end torque however we have to do what the board decides so they got their extra horsepower… and then they went down to 394 HP rather quickly well they put down the gasoline concentration it always about…. …there is the emission control and there are laws and you want to meet the laws requirement completely and the gasoline concentration is THE way to make more power but for emission control they put it down a bit it wasn’t really noticeable when driving did you think of electric cars or did nobody think of that? no, electric cars… not for the large engines we did build hybrid cars very early on we also had a close cooperation with Toyota with their hybrid cars there were some electric cars but they didn’t work out especially for Mercedes who built large cars and people said you can’t drive through Los Angeles or turn on the A/C it was a matter of energy and capacity they also did not have lithium batterys if you look at it now….I mean the old times with lead-acid batterys well..it wasn’t really a thing Thanks to all ouf our viewers and supporters who make fünfkommasechs keep running through Patreon and PayPal! [MUSIC]

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