The Mercedes-Benz 500 E, a vehicle that debuted to public acclaim at the Paris Motor Show in 1990 and went on sale in the spring of 1991, is now celebrating its 30th anniversary. This remarkable car seamlessly blended the luxurious comfort of a touring saloon with the exhilarating performance typically associated with a sports car, quickly achieving classic status. To commemorate this milestone, the Porsche Museum dispatched two key figures from the 500 E’s development team on a nostalgic journey, retracing the fascinating story of its creation and Porsche’s pivotal role in bringing this icon to life.
Genesis of a Legend: The Mercedes-Benz 500 E Story
Michael Hölscher, Project Manager Development, and Michael Mönig, from Prototype Management, hadn’t sat inside a Mercedes-Benz 500 E in almost three decades. Their anniversary journey, a 100-kilometre route encompassing Zuffenhausen, Weissach, and Sindelfingen, began and ended at the Porsche Museum. There, gleaming under the museum’s mirrored ceiling, awaited a Mercedes-Benz 500 E finished in striking Sapphire Black Metallic. The interior, a testament to understated luxury, featured a blend of supple leather, rich wood trim, vibrantly coloured door panels, electrically adjustable sports seats, and a classic cassette radio.
“Looking at this car today, it’s almost unbelievable that such a perfect design could emerge 30 years ago without the aid of CAD data. My respect for the body shop colleagues and their vision is immense,” remarked Hölscher, his gaze lingering on the saloon as if reuniting with a long-lost friend. Both engineers were visibly impressed, repeatedly crouching down to admire the pronounced wings – a defining characteristic that set the 500 E apart from the standard production models of the W124 series.
Porsche’s Crucial Role: Development and Production
In 1988, Daimler-Benz AG, headquartered in Untertürkheim, Stuttgart, awarded Porsche AG a significant development contract. The technical specifications outlined the “design and experimental series development of the base type W124.” A core requirement was the integration of the potent five-litre V8 four-valve engine from the Mercedes-Benz 500 SL into the W124 chassis. By April 1995, a total of 10,479 units of the Mercedes-Benz 500 E had been manufactured. Interestingly, all were strictly four-seaters, a consequence of the substantial size of the differential, which left no room for seat suspension in the rear bench’s middle section.
Superior Touring and Driving Experience
The Mercedes-Benz 500 E remains etched in the fond memories of both men. Hölscher recounted, “Thirty years ago, I drove to Lake Constance with three colleagues in a 500 E. The entire journey was filled with conversation, such was the car’s effortless cruising ability. At one point, one of my colleagues glanced at the speedometer and was quite taken aback to see the needle hovering at 250 km/h. We had meticulously tuned the chassis, brakes, and engine to achieve perfection, guaranteeing a truly exceptional driving experience.” Braking performance was a particularly hot topic during development. The team ultimately decided on more robust brakes than those found on the base vehicle to ensure optimal brake balance for the high-performance 500 E.
Equipped with a standard four-speed automatic gearbox, the Mercedes-Benz 500 E – depending on the specific model year – could accelerate from 0 to 100 km/h in a mere 6.1 seconds. It boasted a power output of 326 PS (240 kW) and a peak torque of 480 newton metres. The top speed was electronically governed at 250 km/h. “It delivered ample power without being overtly flashy, achieving a harmonious blend of dynamism and luxury. The 500 E is not a vehicle that shouts for attention. It embodies pure understatement, only truly revealing its special nature upon closer inspection,” Mönig explained, describing the series’ flagship model. With that, they set off towards their next destination – the former Reutter building, located just a short distance from the Porsche Museum.
Reutter Building Assembly Line: A Porsche Solution
“This order was incredibly important for us, vital for maintaining good capacity utilization in Zuffenhausen and Weissach,” Hölscher recalled, leaning against the brick wall of the former Reutter building. From 1990 onwards, the bodies of the Mercedes-Benz 500 E were manufactured within the Reutter building, part of Werk 2 in Zuffenhausen. This facility, then vacant, provided ample space to establish a dedicated body assembly line for the 500 E.
The production process was meticulously orchestrated. Mercedes-Benz supplied body parts from Sindelfingen to Zuffenhausen. At Werk 2, the Porsche team assembled the body shells using these components, along with parts manufactured in-house, including the distinctive front wings of the Mercedes-Benz 500 E. The assembled bodies were then transported back to Sindelfingen for painting. Following this, the cars returned to Zuffenhausen’s Rössle Bau for final assembly, including engine installation. Each 500 E endured an 18-day production cycle, making the journey between Zuffenhausen and Sindelfingen twice. “Logistically, shuttling vehicle parts back and forth presented a significant challenge. Ensuring the right parts arrived at the correct location precisely when needed was a complex undertaking,” Hölscher elaborated.
Project Launch Amidst Crisis: A Lifeline for Porsche
The timing of this collaboration between the two Stuttgart-based automotive giants proved remarkably fortuitous. Porsche was grappling with a crisis, facing declining revenues from export markets, reduced production volumes, and predominantly negative key performance indicators. “One crucial lesson we learned from the Mercedes-Benz 500 E project during those challenging times was the importance of embracing every challenge. Orders like this enabled us to retain our skilled team,” recalled Hölscher, who dedicated his career to Porsche from 1982 until his early retirement in 2016. Initially, production commenced at ten vehicles per day; however, due to robust demand, production swiftly ramped up to 20 units daily. “Here we stand at counting point 0, the very birthplace of the 500 E,” Mönig pointed out. The installation of the chassis, gearbox, and engine – a process known as the ‘marriage’ – occurred at point 4, while counting point 8 signified delivery of the completed Mercedes-Benz 500 E.
Witnessing the Mercedes-Benz 500 E enter series production was a defining moment for both engineers. Visiting the former Reutter building rekindled vivid memories. Hölscher remarked, “The 500 E was the first project I oversaw that transitioned into full series production. Three decades later, it feels as if I’m watching these magnificent vehicles roll off the production line all over again.” He also fondly recalled the considerable autonomy granted to his team, allowing them to work with initiative and freedom. Beyond their shared passion for cars and motorcycles, what else connected Hölscher and Mönig? “We forged our professional bond through the 500 E project and subsequently collaborated on numerous other ventures. It became a significant and deeply important chapter in my life,” Hölscher affirmed.
Setting New Performance Standards: Under the Hood and On the Road
In the late 1980s, Daimler-Benz AG commissioned Porsche as a development service provider because their own production capacity for the 124 series in Sindelfingen was insufficient to accommodate the Mercedes-Benz 500 E. The 500 E’s wider body, later renamed the E 500 as part of a model update, precluded production on the standard Sindelfingen line. Modifying the existing production equipment for the lower volume 500 E was deemed economically unviable. The objective was to create a vehicle that, at first glance, resembled a standard W124, yet simultaneously established unprecedented benchmarks as a high-performance saloon – a breed previously unseen. The Mercedes-Benz 500 E was notably wider than the base vehicle by 56 millimetres and sat 23 mm lower. Within Porsche, the 500 E project was internally designated “Project 2758”.
Mönig, who has been with Porsche for over 35 years and was responsible for constructing the Mercedes-Benz 500 E prototype, took the driver’s seat. But first, he sought Hölscher’s driving impressions: “Thirty years have elapsed, and the automotive industry has undergone dramatic transformations in that time. Yet, even today, the 500 E holds its own against modern performance cars. Its handling is simply superb. The longitudinal acceleration is outstanding, the brakes are exceptional, and it’s an absolute pleasure to drive, brimming with dynamic character. And I truly appreciate the refined and understated sound of that naturally aspirated eight-cylinder engine.”
Upon arriving at the Weissach Development Centre, Hölscher parked in front of the iconic hexagon building, formerly the design engineering office and one of the site’s earliest structures. This marked the third stop on their nostalgic journey. “Being here feels like returning home,” he confessed, handing the keys to Mönig for the remainder of the drive.
Weissach Development Centre: Home of Innovation
Weissach was the epicentre of the Mercedes-Benz 500 E development work in the late 1980s, spearheaded by Mönig’s team. They meticulously converted the initial 14 base vehicles by hand within these facilities. From the 15th vehicle onwards, assembly transitioned to Building 1, the prototype construction building at the time, utilizing newly designed bodyshell components and modified series production parts. The production of these demonstration vehicles played a crucial role in convincing Mercedes-Benz to commit to full series production of the 500 E. “We meticulously planned the development of the 500 E here in Weissach and worked tirelessly to successfully integrate that large V8 engine into the relatively compact W124 chassis,” recounted Hölscher. To optimize weight distribution, the battery was relocated from the engine compartment to the rear right of the luggage area. The brake and exhaust systems underwent significant modifications, and the front and rear wings and bumper trim were redesigned. The eight-cylinder engine drew its intake air through the gaps surrounding the two headlights, ensuring an abundant air supply for optimal performance. With a 90 percent development share, Porsche effectively spearheaded nearly all the essential work required for integrating the powertrain and vehicle components of the Mercedes-Benz 500 E.
The journey continued from Weissach to Sindelfingen, the fourth and final stop. Behind the wheel, Mönig appeared genuinely moved. “The longitudinal dynamics are simply breathtaking. I hold only positive memories of the Mercedes-Benz 500 E because I was entrusted with considerable responsibility as a young engineer. The 500 E was, and remains, my favourite project,” he concluded. Mönig spoke passionately about the sensation of lightness behind the wheel, the palpable power, and the overall superior driving experience. He and his Prototype Construction colleagues dedicated numerous weekends in Sindelfingen to the project. Thanks to the unwavering commitment of everyone involved, they successfully mitigated a delay in the tight project timeline. “The collaboration with our counterparts at Mercedes-Benz was characterized by mutual respect, focus, and equality, driven by a shared desire for success,” he recalled. A particularly poignant memory for him was the initial trip to the Sindelfingen site with his colleagues and a multitude of prototype components. “That was truly special.”
On the return journey to Zuffenhausen, Mönig simply savoured the V8 engine’s soundtrack with the window slightly ajar. Later, after parking the Mercedes-Benz 500 E in the museum workshop, he would have ample opportunity to elaborate on the exceptional performance that continues to define the 500 E even three decades later. For now, he simply relished the pure driving experience.
