New Mercedes-Maybach G 650 Landaulet

Strictly limited: open-air luxury both on- and off-road

A G-Class like never before: With the G 650 Landaulet*, Mercedes‑Maybach presents a new masterpiece of automotive engineering. After the Mercedes-Maybach S‑Class and the S 650 Cabriolet, the open-top G‑Class is the first off-roader from the Mercedes-Maybach sub-brand. The exceptional G 650 Landaulet follows the equally spectacular variants AMG G 63 6×6 and G 500 4×42. With its superlative V12 engine, portal axles, electric fabric top and exclusive equipment specification in the rear compartment, this very special all-terrain vehicle, which is limited to 99 units, meets the expectations of customers who demand the very highest standards of their vehicle. The Mercedes-Maybach G 650 Landaulet is surely the most exclusive form of stylish open-top motoring.

The history of the G-Class is rich in superlatives and landmarks. With the new Mercedes-Maybach G 650 Landaulet, the off-road icon demonstrates that the definition of unique luxury can always be taken to a new level. Not only that: the cult vehicle among off-roaders is forever reinventing itself and providing yet more evidence of the potential that still resides in this classic all-terrain vehicle today, which has been in production since 1979.

“The name Maybach dates back to the beginnings of the automobile. It stands for supreme luxury with tradition, combined with high-tech. In 2015, we took the logical step of opening a new chapter in the luxury class with our Mercedes‑Maybach sub-brand. Since then, over 15,000 Mercedes-Maybachs have been produced. Hence, one in every ten vehicles sold in the S‑Class segment was a Mercedes-Maybach. With the Mercedes-Maybach G‑Class Landaulet, we are now extending the Mercedes-Maybach portfolio to include the world’s most iconic and prestigious off-roader.

*Fuel consumption (combined): 17.0 l/100 km. CO2 emissions (combined): 397 g/km

With the fifth model after the S‑Class Saloon, Pullman and Cabriolet as well as the Mercedes-Maybach Vision 6 show car, we are underlining the importance of the Mercedes-Maybach sub-brand for the Mercedes brand family,” says Dr Jens Thiemer, Head of Marketing Mercedes-Benz Cars.

With a length of 5345 millimetres, a wheelbase of 3428 millimetres, a height of 2235 millimetres, almost half a metre of ground clearance and ample space and comfort for four passengers, the G 650 Landaulet surpasses all standards. This extrovert G‑Class thus represents a unique combination of luxurious chauffeur saloon and off-roader. While the driver and front passenger are accommodated under the closed roof, the rear passengers can revel in a maximum of comfort: at the press of a button, a large folding top opens electrically to offer a view of the blue sky. The rear passengers enjoy the majestic open-air experience from their single seats. On demand, an electrically operated glass partition separates the rear compartment from the driver’s section. In addition, the glass can be changed from transparent to opaque at the press of a button.

First-class rear seats with calf rest and fully reclined position

Thanks to the 578 millimetre longer wheelbase, the passengers in the Mercedes‑Maybach G 650 Landaulet benefit from extensive freedom of movement. The first-class rear seats from the S‑Class significantly enhance the seating comfort and spaciousness: the electrically multi-adjustable individual seats can be conveniently set to a fully reclined position. The active multicontour seats with ENERGIZING massage function have inflatable air chambers to provide high seating comfort and excellent lateral support. Massage programs make for enhanced well-being – according to the principle of a relaxing hot-stone massage, including with heat. The rear seating concept is augmented by a calf rest, which is freely adjustable in length and swivel range.

The other appointments of the G 650 Landaulet also leave nothing to be desired. To afford the rear passengers the optimum in comfort, there is a large business console with thermal cup holders between the individual seats. These allow beverages to be cooled or heated over a lengthy period of time. The controls for opening or closing the glass partition are integrated behind the cup holders. Similarly to an aircraft seat, the centre console comes with two tables, which can be easily folded in or out with one hand. The table tops have leather inserts to provide a comfortable writing surface or to allow the use of tablets and notebooks.

Individual Entertainment System with two monitors in the rear

Positioned in front of the cup holders is a control for the rear air conditioning. Further forward is a “G cockpit” in the style of the driver’s instrument panel. The centre console houses the three distinctive, centrally placed pushbutton switches. These switches are not used to operate the three differential locks, however: one switch is for the interior lighting, while the other two are used to open and close the soft top. The rear “G cockpit” also includes two glove compartments as well as grab handles typical of the G‑Class. The cross-member, which also holds the glass partition, accommodates two 25.4 cm (10‑inch) high-resolution media displays of the Individual Entertainment System.

Two-tone designo upholstery in four trim colours

The luxurious, exquisite character of the Landaulet is emphasised by the high-grade designo upholstery with diamond stitching, which is in all cases two-tone and available in four trim colours. Customers can choose between three different matching colours for the fabric top as well as four attractive designo paint finishes, including a matt finish. “V12 BITURBO” lettering on the front wings points to the ultimate in motive power, the 12‑c ylinder engine. The radiator grille features a chrome-plated double louvre and a chrome-plated screen.

Exclusive “LANDAULET” lettering is worked into the rim flanges of the ceramically polished, 55.9 cm (22‑inch) 5‑twin-spoke light-alloy wheels. Electrically extending entry aids make for easier access to the vehicle. Other exclusive exterior design features include front and rear underride guards, large wheel-arch flares in genuine carbon fibre as well as, mounted on the right at the rear, the spare wheel with integral holder for the third brake light.

Portal axles and 325/55 R 22 tyres

As is customary with the off-road icon, the “G” is forever breaking new ground: unlike previous Landaulets, which were based on prestigious saloons, the Mercedes-Maybach G 650 Landaulet also has what it takes to deliver an unforgettable off-road experience. Familiar from the AMG G 63 6×6 and G 500 4×42, the portal axles provide ample ground clearance of 450 millimetres, allowing the open-top all-terrain vehicle to overcome even extreme obstacles in masterly fashion. In contrast to a conventional rigid axle, the wheels are not at the height of the axle centre, but are instead situated much further down on the axle heads owing to the portal transmission.

Tyres of size 325/55 R 22 form the ideal basis for perfect handling both on- and off-road. Of course, the latest “G” also features the typical 100‑percent differential locks, which can be engaged while on the move, as well as the low off-road ratio of the transfer case. The combination of this 4WD technology, unique in the off-road segment, makes the G 650 Landaulet stand out from all other 4×4 vehicles.

High drive comfort comes courtesy of the most powerful available engine, the Mercedes-AMG V12 biturbo, which delivers a maximum output of 463 kW (630 hp) with a peak torque of 1000 Newton-metres.

Over 100 years of famous Landaulets from Stuttgart

Landaulet vehicles have a long tradition at the Stuttgart-based car maker. This special class of vehicle included the Benz 25/45 PS of 1910. Other famous examples of this exclusive genre are the Mercedes-Benz 300 d Landaulet (from 1960), the Mercedes-Benz 600 Pullman Landaulet (from 1964) and the Maybach Landaulet (from 2008).

Limited to 99 units, market premiere in autumn 2017

Like all other variants of the G-Class, the Mercedes-Maybach G 650 Landaulet, too, will be produced by Magna Steyr in Graz, Austria. The open-top four-seater will celebrate its world premiere and sales release at the Geneva Motor Show in March 2017. The market launch of the special series, which will be limited to 99 units, will start in the autumn.

Young Guns – Born to Win at Goodwood Festival of Speed

Mercedes-Benz will be on hand at the Goodwood Festival of Speed, the largest motorised garden party in the world

Mercedes-Benz Classic is going to send several legendary racing cars to take part in the 1.86 kilometre (1.1 mile) Hillclimb at the Goodwood Festival of Speed as well as a Mercedes-Benz 600 Pullman-Landaulet for a special exhibition on the occasion of this year’s Diamond Jubilee of Queen Elizabeth II. The event is scheduled from June 28 – July 1, 2012 with the slogan “Young Guns – Born to Win”.

The Goodwood Festival of Speed in the south of England regards itself as the largest motorised garden party in the world – a unique summer weekend that brings together an impossibly heady mix of cars, stars and motor sport ‘royalty’ to create the largest car culture event in the world. Held in the immaculate grounds of Goodwood House, this annual hill-climb event is a true celebration of motor sport and all things automotive.

Breathtaking speed, power and style, visionary technology and awareness of history, but also elegance and luxury – these are the strengths of the Mercedes-Benz brand – and it is just these aspects which combine to give the car the fascination it exerts, year after year, on the roughly 150,000 enthusiastic fans visiting the Festival of Speed.

This year Mercedes-Benz Classic is entering legendary original cars in the race. The Mercedes-Benz W 125 which was constructed for the 1937 racing season is a reminder of the early successes of the “Silver Arrows”. As the ancestor of the SL-series, the 300 SL racing car (W 194) from 1952 marks the start of an era. In 2012, Mercedes-Benz Classic is celebrating the 60th anniversary of the SL. There will be two W 194 cars taking part in the Goodwood Hillclimb, including the oldest existing 300 SL with chassis number 2. In addition, a 1997 Mercedes-Benz CLK-GTR with about 441 kW (600 hp) will be representing more recent motor sport history.

Mercedes-Benz Classic will also be presenting one other Mercedes-Benz 300 SL racing car as a stationary exhibit at the Goodwood Festival of Speed. In addition, a Mercedes-Benz 600 Pullman-Landaulet will be shown in a special exhibition for the occasion of the Diamond Jubilee of Queen Elizabeth II. The Queen was driven around in such a car – with a folding top over the back seats – during earlier visits to Germany.

As festival tradition demands, Mercedes-Benz racing cars will be driven on the Hillclimb at Goodwood by famous drivers; planned are Jackie and Paul Stewart, Klaus Ludwig, Jochen Mass, and Bernd Schneider.

From “wild young kids” to outstanding world stars

Ever since the early days of car racing now and again there have been successful newcomers in the pit lane and this year’s festival slogan “Young Guns – Born to Win” is in commemoration of their prowess. Time and again there have also been “wild young kids” at Mercedes-Benz who celebrated outstanding successes and turned into world stars almost overnight. In 1990, Michael Schumacher – who later won the Formula One World Championship seven times – was a member of the Mercedes Junior Team along with the others in his age group like Heinz-Harald Frentzen and Karl Wendlinger and the races they entered included the Le Mans race. Lewis Hamilton made his debut in the Formula One in 2007 and was runner-up in the world championships in the cockpit of the McLaren-Mercedes at first go. In the following year, the Briton was at that time the youngest Formula One World Champion ever.

The skill of the drivers plays an important role in the brand’s successful motor sport history. The numerous racing successes at Mercedes-Benz are, to a great extent, due to the untiring efforts of the engineers to find new solutions for the races. Only drivers with superior technology at their disposal will cross the finishing line as winners.

From art to the premier league in motor sport

The Festival of Speed was first held in 1993 and was invented by Charles Gordon-Lennox, Earl of March and Kinrara. The active and enthusiastic car racing fan and host at Goodwood is addressed as Lord March. The foundation stone for the festival was already laid by his grandfather, the then Earl of March and 9th Duke of Richmond. He was very well known in England as car designer, engineer and racing driver Freddie March. He organised the first private Hillclimb in the park of Goodwood House in 1936. His grandson revived this tradition more than 50 years later.

From its early beginnings in 1993, a festival has developed which is regarded as one of the absolute cultural highlights in the international automotive calendar. For three whole days, racing cars and sports cars from all eras play their symphony of speed along the route – and that also includes the premier league in motor sport. Some of the current Formula One teams have announced their participation at Goodwood for the 2012 festival. Since 2007, a 2.5 kilometre rally route for rally cars has supplemented the Hillclimb.

Strollers and automotive fascination

The Festival of Speed is not only a fascinating experience as a motor sport event; it is also an elegant promenade along automotive cultural highlights. From the pits, open to all visitors, to the car shows in the park grounds up to the automotive works of art which the British sculptor Gerry Judah creates anew every year. His temporary sculptures placed directly in front of Goodwood House always focus on one brand and its special vehicles. At the Festival of Speed in 2001 the theme was the Mercedes-Benz 300 SL.

Goodwood Festival of Speed 2012: The cars

Mercedes-Benz W 125, 1937

In 1937, Daimler-Benz introduced a completely new racing car. The W 125 was built according to the ideas of its constructor Rudolf Uhlenhaut, technical manager of the newly set-up racing department since mid 1936. The backbone of the car was a sturdy nickel-chrome-molybdenum steel frame with four cross members. The torsional strength of the vehicle without its engine increased to three times that of its predecessor, the W 25.

The W 125 was the first racing car from Daimler-Benz where the compressor was installed after the carburettor which meant that the final mixture was compressed. The “Silver Arrow” was fitted out differently depending on the racing circuit: tank capacity, carburettor, supercharger, tyres and rim size, tyre profile, and its overall dimensions varied from race to race.

The car’s premiere was on 9 May 1937 at the Tripoli Grand Prix. The whole season was extremely successful – Rudolf Caracciola, Hermann Lang, and Manfred von Brauchitsch drove from one prestigious victory to the next.

  • Construction year: 1937
  • Cylinders: R8
  • Cubic capacity: 5660 cc
  • Output: 441 kW (600 hp)
  • Top speed: over 300 km/h

Mercedes-Benz 300 SL (W 194), 1952

On 15 June 1951, the starting signal was given at Daimler-Benz for the construction of a three-litre sports car with an aluminium body. By March 1952, a prototype of the Mercedes-Benz 300 SL – originally designed purely for racing – was presented to the press. It was the forerunner of the legendary 300 SL (W 198) which was presented in 1954 as the “gull wing” coupé.

The complex tubular frame construction of the 300 SL racing car did not originally allow the installation of conventional doors. Because of this, experimental engineer Rudolf Uhlenhaut envisaged winged doors which, in the first prototypes, were only small entry hatches reaching down to the bottom edge of the side windows.

During its first ever race, the Mille Miglia in 1952, the 300 SL racing car achieved a noteworthy second place and a second vehicle came in fourth. In the same year, it celebrated a triple victory at the Bern Grand Prix for sports cars, a double victory at the 24 Hours of Le Mans, a triple victory at the Great Jubilee Prize at the Nürburgring for sports cars as well as another double victory at the more than 3,000 kilometre long Carrera Panamericana in Mexico.

  • Construction year: 1952
  • Cylinders: R6
  • Cubic capacity: 2995cc
  • Output: 125 kW (170 hp)
  • Top speed: about 240 km/h

Mercedes-Benz CLK-GTR, 1997

The Mercedes-Benz CLK-GTR is a racing touring car which was developed especially by Daimler-Benz in cooperation with AMG for the FIA GT Championships founded in 1997. The CLK-GTR is fitted with state-of-the-art racing technology and a centrally located engine. The 12-cylinder, 6-litre engine has an output of 441 kW (600 hp). According to the FIA regulations, apart from engine, ignition and injection control, the racing cars are not allowed to have any electronic assistants such as anti-lock brakes (ABS), acceleration slip control (ASR) or an active suspension.

As a production line racing car in a batch of 25 licensed for road use, the CLK-GTR could also be purchased by interested customers with no racing ambitions. However, at the time the Mercedes-Benz CLK GTR cost 3,074,000 German marks (roughly 1,571,711 Euros) and was the most expensive production run car in the world.

  • Construction year: 1997
  • Cylinders: V12
  • Cubic capacity: 5986 cc
  • Output: 441 kW (600 hp)
  • Top speed: 345 km/h

Mercedes-Benz 600 (W 100), 1963 to 1981

During her earlier visits to Germany and in accordance with her social standing, Queen Elizabeth II was driven around the country in a Mercedes-Benz 600 (W 100). This model – which had its premiere at the International Motor Show (IAA) in September 1963 – was a prestige vehicle par excellence. With its 6300 cc V8 injection engine giving a top performance of 184 kW (250 hp), automatic transmission and other special features, it is a state-of-the-art top-line model. The 600 model was available as a saloon, a Pullman saloon or as a Pullman landaulet. Even the standard fittings are luxurious: pneumatic suspension, power steering, electronic heating and ventilation system as well as hydraulically adjustable seats and backrests in the entire vehicle. Almost every special request made by the prominent customers is fulfilled, be it inside by fitting one or several minibars or a television, or outside by giving it an absolutely individual colour scheme: for the 600 model series, almost everything was available. This point, together with the total number of units manufactured, ensures that the vehicles remained absolutely exclusive: in the 18 years of the production run between 1963 and 1981, only 2677 cars were built.

  • Production period: 1963 to 1981
  • Cylinders: V8
  • Cubic capacity: 6332 cc (for tax reasons 6289 cc)
  • Output: 184 kW (250 hp)
  • Top speed: 205 km/h

Goodwood Festival of Speed 2012: Driver portraits

Jackie Stewart- Date of birth: 11 June 1939

The racing career of the triple Formula One World Champion John Young “Jackie” Stewart started in 1964 and from the very beginning he was extremely successful. After only one year he was already driving in the Formula One and then in 1969 came his first great triumph: he won the Formula One Championship driving for the Matra International team. In 1971, he won the cup a second time, and this was followed in 1973 for the third time, in both cases for the Elf Team Tyrrell. For over 14 years he held the record for the greatest number of Formula One victories with 27 wins and this was only broken in 1987 by Alain Prost. Time and again, Stewart also drove successfully in other racing series. He retired from active racing in 1973. Because of the frequent fatal accidents at that time, it is not surprising that Jackie Stewart was also one of the first to work hard for more safety in motor racing. In 1996, he founded the Team Stewart Grand Prix together with his son Paul Stewart; the team took part in Formula One racing from 1997 to 1999. At the end of 1999, the team was taken over by Ford and was run during the 2000 season under the name Jaguar Racing, and it continued finally from 2005 onwards under the name Red Bull Racing. In 1971, Jackie Stewart was honoured with the Order of the British Empire (OBE) for his services to his country.

Paul Stewart- Date of birth: 29 October 1965

Former Formula driver Paul Stewart, son of the triple Formula One champion Jackie Stewart, gained his early motor sport successes in the Formula Ford 2000. In 1988, he founded the Team Paul Stewart Racing and followed up his early successes by winning the British Formula Three championships in 1989 and 1990 and the Formula 3000 from 1991 to 1993. During this time, he was teammate to Marco Apicella in 1991, David Coulthard in 1992 and Gil de Ferran in 1993. After that, despite his great successes, he said farewell to his active career in motor sport and from 1994 on busied himself as manager of his team. Between 1992 and 1994 as well as 1996 to 2000, the team won eight Formula Three championships. In 1996, together with his father Jackie Stewart, he founded the Team Stewart Grand Prix which took part in the Formula One from 1997 to 1999. At the end of 1999, Ford took over the team which then continued in the 2000 season under the name Jaguar Racing, and then finally continued from 2005 on under the name Red Bull Racing .

Klaus Ludwig- Date of birth: 5 October 1949

Known to his fans as “King Ludwig”, Klaus Ludwig won the DTM championship three times. He was born in Bonn in 1949 and his career in motor sport began at the beginning of the 1970s with slalom racing, orientation racing and touring car racing. Among his first great successes were the titles won in the German Motor Racing Championships (DRM) in 1979 and 1981 as well as victories in the 24 hours of Le Mans in 1979, 1984 and 1985. Ludwig came to the German Touring Championship (DTM) in 1985 where he originally started as a works driver for Ford, winning his first title in 1988. In 1989, he changed over to the AMG-Mercedes team and in the following years until 1994 he won two championship titles (1992 and 1994, runner-up in 1991) and a total of 19 races. In 1995 and 1996, he drove in the International Touring Car Championships (ITC) for Opel’s Team Rosberg. Afterwards, he returned to AMG-Mercedes and won the driver and team trophy at the International FIA GT Championships in 1998 together with Ricardo Zonta. Officially he finished his career as a racing driver after this success, but in 2000 Ludwig returned for the start of the new German Touring Masters (DTM), finishing both the season and his racing driver career by coming in third in the overall placings with a Mercedes-Benz CLK.

Jochen Mass- Date of birth: 30 September 1946

Jochen Mass was originally a seaman, but then in 1968 he started his very varied career in motor racing, taking part in touring car races for Alfa Romeo and driving for the Ford works team from 1970 to 1975. During this period he won the 24 hours of Spa-Francorchamps in 1972. Parallel to this, he took part in the Formula Two (1973) and in 105 Formula One Grand Prix races (1973/74 with Surtees; 1975 to 1977 with McLaren; 1978 with ATS; 1979/80 with Arrows; 1982 with March). Following his German Sports Car Championship (DSM) title in 1985 and his experience as a works driver for Porsche until 1987, he joined the Sauber-Mercedes works team. He drove for this team in Group C until 1991. In the new Silver Arrow, the Sauber-Mercedes C 9, Jochen Mass then won the 1989 24 hours of Le Mans in the team with Manuel Reuter and Stanley Dickens and was runner-up in the world championship of the same year. Three years later, in 1992, Mass joined the DTM team management. Right up to the present day, Jochen Mass drives regularly for Mercedes-Benz at historical events.

Bernd Schneider-Date of birth: 20 July 1964

Five-times DTM champion Bernd Schneider was born in 1964 in St. Ingbert, Saarland, and his first racing successes were in karting and the Formula Three. Schneider also took part in the Formula One, the 24 Hours of Le Mans and the FIA GT Championships, winning this title in 1997. But the DTM became the stage on which he celebrated his greatest triumphs. From 1992 on, Schneider drove for the AMG-Mercedes team and won the German Touring Car championship for the team in 1995 after being third in the overall placings in 1992 and 1993. After the DTM was revived as the German Touring Car Masters in 2000, Schneider won in the years 2000, 2001, 2003, and 2006, and he was also runner-up in the championships in 2002. Bernd Schneider has remained closely connected to the brand Mercedes-Benz right up to the present day as a test driver and ambassador for the brand with the star.

Maybach Landaulet History and Technical Specs

The 600 model was the only Mercedes-Benz built as a production landaulet but provides the basis for the Maybach landaulet

Mercedes-Benz landaulets in the post-war period saw a functional transformation of the landaulet, from a versatile body design for city and country motoring to a vehicle used almost solely as a parade car. This led to the landaulet design becoming an extreme rarity: during the second half of the 20th century Mercedes-Benz built only 59 landaulets based on the Mercedes-Benz 600 model (W 100), plus a few exclusive landaulets specially manufactured in the company’s workshops. Most famous of all are the Mercedes-Benz landaulets made as papal cars.

This tradition started in 1960 with a Mercedes-Benz 300 d landaulet. In fact Mercedes-Benz had already given the Vatican an official car for the pope’s use some decades before, in 1930. But in contrast to the earlier “Rome car” – a Mercedes-Benz Nürburg 460 Pullman limousine – this time the vehicle had a folding convertible top at the rear. Pope John XXIII himself had requested a landaulet body for the new automobile from Stuttgart. The meticulously handcrafted W 189 landaulet (only two of which were ever made) was based on a chassis with a wheelbase lengthened by around 45 centimeters to a total of 3.6 meters. The car was also around ten centimeters higher than the production model.

The three-liter six-cylinder in-line engine developing 160 hp/118 kW was the same as in the production version. This gave the papal car a top speed of 160 km/h, but of course it was generally driven at a much more sedate tempo on official outings. At such times, with the roof open, the rear side windows could be completely removed and placed in specially designed brackets in the trunk. The partition between front and rear seats and the front windows were electrically operated and lowered simply by pressing a button.

The locking devices for the roof mechanism were accessible from the driver’s seat, and the convertible top itself was opened and closed in a matter of seconds. Steps automatically opened out from the car floor when the rear doors were opened, making it easier for the pope to enter and alight from the vehicle. The throne-style seat for the pontiff was placed in the middle at the rear, facing in the direction of travel, with two folding seats opposite, attached to the partition, for accompanying staff. Around the papal seat, which was electrically adjustable, were the controls for air conditioning, intercom and other functions. At the presentation of the car in 1960, the pope was clearly delighted with the vehicle equipment.

Landaulet as small-run production series: Mercedes-Benz 600

The 300 d landaulet attracted considerable attention – but the most notable development in the history of this body design in the second half of the 20th century came with the Mercedes-Benz factory-built landaulet versions of the 600 model (W 100). In the book “Mercedes-Benz 600” published in 2001, author Heribert Hofer describes the landaulet from this model series as “a genuine old-style parade car, a unique automotive treasure.” And indeed, heads of state like Queen Elizabeth Elisabeth II, Pope Paul VI and his successors and heads of government all around the world chose this model to greet onlookers as they drove through the streets. The German government also regularly called on a Mercedes-Benz 600 landaulet for ceremonial occasions, although the vehicle was not owned by the state. Instead, the car was kept in the company fleet in Stuttgart and made available on request.

Production of the 600 model, in the “Grand Mercedes” tradition, started in September 1964. The Pullman landaulet, along with a number of limousines, was a production variant of the Pullman body with the long wheelbase of the W 100. Mercedes-Benz offered its customers four different landaulet versions based on this exclusive design: the standard version had four doors, facing rear seats, and a folding top extending as far as the front edges of the rear doors. There was also a special six-door version with a seat bench in the rear and additional fold-out seats facing in the direction of travel. In this variant, as in the six-door Pullman limousine, the middle doors could also be provided without handles. Both the above landaulets – the four-door and six-door design – could also be equipped on request with a long convertible top reaching as far as the partition.

All these versions were based on a long-wheelbase W 100 chassis, but in 1967 a one-off short-wheelbase W 100 landaulet was also produced. The vehicle was commissioned by Count von Berckheim. The ex-racing driver’s Mercedes-Benz 600 combined the handling qualities of a short-wheelbase design with the traditional virtues of the landaulet. The time and effort involved in this one-off project indicates that the 59 Pullman landaulets built hardly represented a “series production” operation in the strict sense – in fact, with such a wide variety of interior equipment options and special features it would be difficult to find two identically-equipped 600 landaulets. But one thing all these vehicles had in common was their exceedingly high price. The exclusive body design with the folding convertible top did not appear on the official price list, but the Mercedes-Benz 600 was regarded as the world’s most expensive production car of its day.

Mercedes-Benz 600 landaulet for the Vatican

In 1965 Mercedes-Benz presented the Vatican with another landaulet based on the W 100 Pullman. The manufacture of the car was a cooperative project of the testing and production departments in Sindelfingen. The four-door landaulet was presented to Pope Paul VI at his summer residence in Castel Gandolfo by Hermann Josef Abs, Chairman of the Supervisory Board of Daimler-Benz AG, General Manager Walter Hitzinger, and Board of Management members Fritz Nallinger and Arnold Wychodil, along with Karl Wilfert and three employees from the Daimler-Benz plant in Sindelfingen.

The equipment of this landaulet differed from the production version in several details: the rear doors were 25.6 centimeters wider, and came right up to the partition. The rear doors also included new operating controls, designed to be within easy reach from the papal seat located centrally in the back of the passenger compartment. The designers at Sindelfingen made the roof seven centimeters higher to provide ample head room – a modification required because of the flat floor in the rear of the W 100, concealing the propeller shaft tunnel beneath. Special equipment included air conditioning, an intercom for communicating with the driver, and the ability to shift the single armchair-style seat at the rear in several different directions.

The pontiff was delighted with the sophisticated technology in his W 100. “The name of Mercedes has become proverbial all round the world for German diligence and skill – which makes this gift all the more precious,” said Paul VI in his words of appreciation for the automotive engineering achievements of the team in Stuttgart back in 1965. The Mercedes-Benz 600 Pullman landaulet bearing the legendary license plate SCV 1 (the abbreviation for “Stato della Città del Vaticano”) is now on display in the Mercedes-Benz Museum in Stuttgart.

W 109 and V 140 landaulets built in-house

And the specialists at Mercedes-Benz built another two landaulets for the Vatican in the years after 1965, both based on standard limousines. The first of these papal cars, built as early as 1966 with a single rear seat, was a landaulet based on a

Mercedes-Benz 300 SEL limousine (W 109 series) with standard wheelbase (2.85 meters). The seat could be moved to the right if necessary to create room for a passenger on the fold-out seat fitted on the partition. This car remained in use for many years, in parallel with the W 100 landaulet. The 300 SEL was not equipped with quite the same level of luxury as the Mercedes-Benz 600 – for example there was no air conditioning in the shorter vehicle. The car was however retrofitted with armor plating in 1981.

This was followed in 1997 by a landaulet based on the Mercedes-Benz S 500 with a long wheelbase (V 140). Like its predecessors, this was a “no expense spared” one-off project that combined traditional values with contemporary technology. The car had numerous special equipment features. The electro-hydraulically operated convertible top, when closed, was five centimeters higher than in the limousine, to provide more head room above the papal seat. On taking delivery of the vehicle in person in 1997, Pope John Paul II was given a briefing on the car’s technical features and praised the design.

Heir to a great tradition

The 600 model was the only Mercedes-Benz ever built as a production landaulet over the last 60 years. However, the brand has repeatedly made good use of this type of bodywork with specially designed superstructures as for the papal cars. The sense of a unique driving culture that is epitomized in the landaulet is as strong as ever in Stuttgart. And it is this knowledge and living heritage from the past that provides the basis for the Maybach landaulet in 2007.

Technical details of Mercedes-Benz ceremonial cars

Mercedes-Benz 300 d landaulet with long wheelbase (W 189)

  • Two units built, for the Vatican and the Mercedes-Benz factory fleet
  • Six-cylinder in-line engine
  • Displacement of 2996 cubic centimeters
  • 160 hp/118 kW at 5300 rpm
  • Wheelbase 3600 millimeters
  • Length 5640 millimeters
  • Width 1995 millimeters
  • Height 1720 millimeters

Mercedes-Benz 300 SEL landaulet (W 109)

  • One unit manufactured for the Vatican
  • Six-cylinder in-line engine
  • Displacement of 2996 cubic centimeters
  • 170 hp/125 kW at 5400 rpm
  • Wheelbase 2850 millimeters
  • Length 5000 millimeters
  • Width 1810 millimeters

Mercedes-Benz 600 landaulet with long wheelbase (W 100)

  • 26 six-door and 32 four-door units produced
  • V8 engine
  • Displacement of 6332 cubic centimeters
  • 250 hp/184 kW at 4000 rpm
  • Wheelbase 3900 millimeters
  • Length 6240 millimeters
  • Width 1950 millimeters
  • Height 1500 millimeters

Mercedes-Benz 600 landaulet with short wheelbase (W 100)

  • One unit manufactured for Count von Berckheim
  • V8 engine
  • Displacement of 6332 cubic centimeters
  • 250 hp/184 kW at 4000 rpm
  • Wheelbase 3200 millimeters
  • Length 5540 millimeters
  • Width 1950 millimeters
  • Height 1500 millimeters

Mercedes-Benz 600 Pullman landaulet (W 100)

  • Special version with modified doors, folding convertible top and interior One unit manufactured for the Vatican
  • V8 engine
  • Displacement of 6332 cubic centimeters
  • 250 hp/184 kW at 4000 rpm
  • Wheelbase 3900 millimeters
  • Length 6240 millimeters
  • Width 1950 millimeters
  • Height 1570 millimeters

Mercedes-Benz S 500 long-wheelbase landaulet (V 140 E 50)

  • One unit manufactured for the Vatican
  • V8 engine
  • Displacement of 4973 cubic centimeters
  • 320 hp/235 kW at 5600 rpm
  • Wheelbase 3140 millimeters
  • Length 5213 millimeters
  • Width 1886 millimeters
  • Height 1526 millimeters