Fast Times  -- The glamorous supercars of Mercedes-Benz, 1933-1939.  PART II: 380, 500K & 540K

Article Graham Robson

Images courtesy Daimler Archives

Even during the depths of the world-wide Depression in the early 1930s, the directors of Daimler-Benz never lost sight of the need to have flamboyant models available, both to keep a small proportion of their clientele happy and to give the company something to boast about in the gloomy economic times. Of course, there was the Type 770 Grosser launched in 1930, though it certainly could not be called “glamorous.” However, what was really needed was a car to replace the established SSK model, which was beginning to look its age.

The 380

This was where the 380 (W22) family of cars entered the lineup of modern vehicles from the three-pointed star. Starting from the release of the new Type 380 Sports Tourer of 1933 and culminating in the magnificent 540K derivative models of the late 1930s, here was a design with a pedigree, typifying everything that was coming to be grand, assertive, pompous and spectacular about Germany and its industries under the influence of Adolf Hitler and the rejuvenation of the nation’s economy. Although this model was by no means a direct mechanical and technical relation to the S/SS/SSK models – covered in Part I of this series – this new family was certainly its spiritual descendant: Although the Type 770 Grosser was at once the biggest, most powerful and most costly automobile Mercedes-Benz had ever produced, this range of sporty machines was the fastest.

Apart from technical innovation, and the transformation of the styling, the biggest change from SSK to 380 was that of character. The SSK had been an out-and-out sports car, which was intended to win races (and often did so), while the 380 had no motorsports ambitions, but simply set out to be master of that German novelty, the autobahn system. The 380 was available with or without supercharger. For this reason, it was officially known as the 380 without the “K” for Kompressor (supercharger), although it is the supercharged variant with which we concern ourselves here.

The original 380 was launched in 1933 and was one of the last new projects to be master minded by Hans Nibel before he died in 1934, so prematurely, due to overwork. Technically, the 380 bore absolutely no resemblance to the discontinued SSK range; not only did it have new modern-body styling, there was also a brand-new engine, new chassis frame and advanced, state-of-the-art four-wheel independent suspension.

Not that the 380 was an absolute pioneer in this engineering aspect, for the 1.7-liter 4-cylinder side-valve-engine 170H had made its debut in 1931; its chassis featured independent front suspension with the aid of a transverse leaf spring and independent rear suspension by way of swinging half-axles and coil springs. The transverse-leaf front layout would not last for long, but Mercedes-Benz persisted in the use of swing axles and coil springs for the next 30 years.

Once a company as thorough as Mercedes-Benz had concluded that a particular feature was perfect for its purpose, then it would be retained for generation and generation. In the case of the 380, and its successors, the independent front suspension was by coil springs and wishbones. 

Apart from chassis layout, the other major innovation was the engine, an all-new straight-8. In many ways, Nibel's team had traded one innovation against a step back, for the 380 had eight cylinders compared with six for the ousted SSK, yet it had conventional overhead valve gear (by pushrods and rockers from a side-mounted camshaft), and was only a 3,822cc engine compared with the 7,069cc of the SSK power unit.

The engine could, however, still be fitted with a supercharger and, as before, this was arranged to be of the optional variety. The operation could be clutched into engagement by the final and firm depression of the accelerator pedal. Without the supercharger in use, the new engine was rated at 90 brake horsepower, but with supercharging that figure rose to 120 brake horsepower. It was, however, quite a heavy machine; top speed was only approximately 85 mph.

The main attraction of this car, and of its successors, the 500K and the 540K, was not in the performance, but in the style. These memorable machines were invariably clad in flamboyant coachwork, with flowing front fenders, spare wheels mounted on each side of the hood or on the rear trunk lid, and the most opulent of interior equipment and appointments. Across the range of body styles, the use of highly polished exhaust downpipes protruding through the side of the hood was a familiar feature. Many came from the company’s principal body plant at Sindelfingen, others were built by private arrangement with specialist coachbuilders. 

Even so, the 380 got off to a rather troubled start, for its performance was already matched by several rivals. The engine, for instance, was not yet better than the British Bentley of the period or the un-supercharged Meadows power unit fitted to contemporary Invicta and Lagonda types, and there were French grand tourers that could match it on the long Routes Nationale of France.

Although this was a much more supple-handling car than the SS/SSK variety that it replaced – unquestionably better equipped and styled – word soon circulated amongst those interested in the model that it was not yet a fully developed sports car. Although this criticism was not entirely justified, it was quite true that more power would have been appreciated – and Mercedes-Benz was known to be able to provide this: After a short time – in 1934, in fact – the 380 was supplanted by a new model.

The 500K

Although the new model – the 500K – still carried the same basic choice of bodywork and shared the same chassis and suspension introduced in the 380, the engine was significantly enlarged to 5,018cc by providing wider cylinder bores and longer strokes. This made all the difference, for in German technical language, this produced a rating of 37 horsepower; the peak power output, with supercharger engaged, actually was a rousing 160 horsepower.

It was not, however, the admittedly high performance of these cars or the handling that was so devastatingly attractive: It was the styling. Sindelfingen produced several different versions of which the outrageously sexy two-seater roadster was undoubtedly the most outstanding. The combination of an arrogant V-shaped radiator, the proudly displayed three-pointed star, the steeply raked windshield, the smoothly swept front and rear fenders, the long hood, and the swept and chiseled rear deck all added up to the sort of super-luxury car that finds its way into advertisements, fantasies and the book of legends.

Although 500Ks were very rare – those sold outside Germany were very rare indeed – Britain’s widely respected Autocar magazine borrowed a demonstrator from the Mercedes-Benz importer and performed its full road-test treatment. In a breathlessly enthusiastic report (Autocar was a very deferential publication in those days), the testers headlined the report “The Celebrated ‘Blown’ Model Tested in Modern Form,” recording a one-way top speed of 100.56 mph and a 0-60 mph sprint from rest in 16.5 seconds. These days, that speed might look positively pedestrian, but in the 1930s, any road car that could reach 100 mph was treated with awe and reverence – especially if it weighed in at 5,460 pounds.

The testers, nonetheless, found it difficult to put all their thoughts into words; only a few of them can be quoted here. Noted in the article’s introduction, “the whole character of this car is exceptional and intensely individual.” Of the supercharger: “The result of blowing is terrific. One’s foot goes hard down, and an almost demoniacal howl comes in: that effect is especially impressive at night. … There is perhaps no other car noise in the world so distinctive as that produced by the Mercedes supercharger.”

More plaudits followed in regard to the handling: “This car controls magnificently. Its very weight gives it a solidity that helps towards safe road-holding, and the all-four-wheel independent suspension – by means of coil springs – though extremely comfortable, does not permit any disturbing degree of roll or side-sway.”

And, in summary: “This is a master car, for the very few. The sheer insolence of its great power affords an experience on its own. The design and construction throughout are typically thorough and well executed.”

The 540K

This, indeed, might have read like real praise – there were similar reviews in other parts of the world – but Mercedes-Benz, which was in the delightful throes of massive expansion by this time, was not at all satisfied. In 1936, just two years after the 500K arrived, the company revealed a yet more extraordinary derivative called the 540K. All the virtues of the 500K (including the glorious choice of body styles) remained, but now there was an even larger 5,401cc engine, which in supercharged form produced a colossal (by 1930s’ standards) 180 horsepower.

The 540K was the most successful and, as it transpired, the best selling automobile of this exalted range; of course, one should recall that never more than approximately three such cars were completed at Sindelfingen each week. Nevertheless, it was certainly regarded as the ultimate Mercedes-Benz production car of the entire prewar period, for it could easily reach an astonishing 105 mph. And even though its purchase price in North America was upward of $12,000 – making it one of the most expensive cars on the road with an average fuel consumption  that was probably no better than 10 miles per gallon – it was revered then with the same awe as it is worshiped today in the classic car marketplace.

All in all – the final production numbers totaled 154 380Ks, 342 500Ks and 419 540Ks – more than 900 cars of this model range were produced at Sindelfingen in six years, plus a handful of 580K models that might have gone on sale for the very favored few if war had not erupted at the end of 1939. 

Was it worth it? For the company’s financials, probably not. But those were the days when a concern such as Mercedes-Benz needed a prestigious range – a halo model, so to speak – to establish its image. On that basis, it was certainly a great success. Simply, the memory of those marvelous automobiles was sufficient to maintain the Mercedes-Benz reputation until production resumed again after World War II. How many remain today? Who knows? But, for sure, each and every one of the survivors is treasured today.

Box

Masters of the Autobahn

The evolution of the unique engine powering the 340K-540K range

Year     Model Bore & Stroke             Capacity         Peak power

                        in mm  in c.c.                                       bhp, supercharged

1933    380      78 x 100                      3,822               120

1934    500K   86 x 108                      5,018               160

1936    540K   88 x 111                      5,401               180

A further bore increase, to 91mm, was intended for the 580K. The 580K was shown in 1939, but never sold because of World War II.

W22 380 featured state-of-the-art four-wheel independent suspension.

Pages from the sales prospectus illustrate some of the body types and interior styling details available for the range-topping 540K.

Top to bottom: Cabriolet, Cabriolet B, coupe and roadster. Although wealthy customers could commission custom bodywork from an independent coachbuilder, most chose to order bodies designed by the great Hermann Ahrens and created in house at the renowned Mercedes-Benz Sindelfingen coachworks.