The Mercedes-Benz W 196 R, a marvel of engineering and design, boasted a form that was truly groundbreaking. Its low-slung, wide body, characterized by smooth curves, was a departure from the norm. Minimalist in its embellishments, the car was immediately recognizable by its broad, open-mouth grille, cooling inlets on the rear haunches, and distinctive character lines above the front wheel arches. This design element became a hallmark of the 300 SL lineage, creating a visual link throughout Mercedes-Benz’s sports-racing models. It was an aesthetic triumph, a symphony of curves and proportions that rivaled the most alluring sports cars and supercars of its time in visual drama.
These streamlined bodies were meticulously crafted in limited numbers by the racing division, utilizing Elektron magnesium alloy. This material provided an even lighter shell than aluminum, resulting in a remarkably low body weight of just over 88 pounds. While open-wheel bodies were also constructed from lightweight alloy, production for these later shifted to steel at Sindelfingen.
Throughout the 1954 and 1955 racing seasons, the streamlined enclosed-wheel body and the open-wheel grand prix-style body were used interchangeably. The factory designation for the enclosed-wheel coachwork was Stromlinie, or Streamline, and these cars are now also known as Streamliner or Stromlinienwagen (streamlined car). With its potent mechanical specifications and aerodynamically efficient, lightweight body, the W 196 R could reach speeds exceeding 186 mph, positioning it among the fastest grand prix cars ever created.
1954: The Realization of a Racing Vision
Alfred Neubauer, the long-standing and astute manager of the Mercedes-Benz racing team, understood that the W 196 R’s success hinged not only on engineering but also on exceptional driving talent. Early in the development process, the strategic decision was made to assemble a team of the most skilled drivers available. Initially, two German drivers, the experienced Karl Kling and the promising Hans Herrmann, were signed. However, the brightest star to join the team was Argentinian racing legend, Juan Manuel Fangio.
In the late 1950s, five-time Formula One champion Juan Manuel Fangio achieved a level of fame that transcended the world of motorsport. He became a global icon, comparable to the celebrity status of Lewis Hamilton today, with crowds roaring his name: “FONN-GEE-OHHH!”
Before achieving global fame, in early 1954, Juan Manuel Fangio was a driver of immense potential on the cusp of greatness. His credentials were already solid, marked by his first Drivers’ Championship win with Alfa Romeo in 1951. However, with Alfa Romeo’s team disbanding in 1952 and the FIA’s shift from Formula One to Formula Two regulations, Ferrari dominated the subsequent two years. Fangio remained competitive with the Maserati team, also participating in sports car racing. Victories were frequent, but further championships eluded him. As he entered his forties, some racing observers wondered if Fangio’s peak years were behind him.
Fortunately for Fangio, his talent had already been recognized in Stuttgart. Alfred Neubauer, always in pursuit of top-tier drivers, vividly remembered Fangio’s outstanding performance for Alfa Romeo at the 1951 Swiss Grand Prix—where he secured pole position, fastest lap, and a first-place finish. Neubauer contacted Fangio’s agent, and a contract was finalized for Fangio to join Mercedes-Benz in 1954. However, as the 1954 season commenced, the new Mercedes-Benz car was still under development. Consequently, Fangio continued to race for Maserati in the initial two rounds of the 1954 Formula One season, winning the Grands Prix in both Argentina and Belgium. Following the Belgian Grand Prix, Fangio officially transitioned to Mercedes-Benz.
In July 1954, the highly anticipated Mercedes-Benz race cars made their debut at the French Grand Prix at Reims. The team introduced a trio of W 196 R Streamliners, and their very appearance was striking, unlike anything seen before in Formula One racing. Team drivers Fangio, Kling, and Herrmann qualified 1st, 2nd, and 7th, respectively. Herrmann recorded the fastest lap of the race, while Fangio and Kling achieved a dominant 1-2 finish. This race marked a triumphant return to racing for Mercedes-Benz after a long hiatus.
Fangio secured pole position for the British Grand Prix in late July, but rain-soaked conditions led to a 4th-place finish. The team rebounded at the German Grand Prix at the Nürburgring in early August with a four-car team, including three open-wheel cars and one Streamliner. This race marked the debut of the open-wheel version of the W 196 R. Fangio clinched pole position and won the race, with Kling finishing 4th, both driving open-wheel cars. At the Swiss Grand Prix three weeks later, a three-car team, all open-wheel, achieved similar results, with Fangio again winning and Herrmann finishing 3rd.
At the Italian Grand Prix at Monza in early September, Mercedes-Benz entered two Streamliners and one open-wheel car after testing indicated the closed-fender design would be faster on this track. During the race, a young British privateer named Stirling Moss, driving a Maserati 250F, led for 19 laps before retiring due to a cracked oil tank. Fangio in a Streamliner and Herrmann in an open-wheel car secured 1st and 4th place finishes, respectively. The impressive performance of the talented Englishman, Stirling Moss, undoubtedly caught the attention of Rudolf Uhlenhaut and Alfred Neubauer. This race subtly set the stage for a future partnership between Moss and Mercedes-Benz.
Two weeks later, the W 196 R cars participated in a non-championship race, the Berlin Grand Prix, held at the AVUS circuit. With no championship points at stake, this event served primarily as a public relations showcase for enthusiastic German fans. Three Streamliners, driven by Kling, Fangio, and Herrmann, cruised to an effortless 1-2-3 podium sweep.
At the Spanish Grand Prix in late October, the final race of the year, Fangio finished 3rd, leading a team of three open-wheel entries. The legend of Juan Manuel Fangio grew, securing his second Drivers’ Championship. The immediate and formidable power of the Mercedes-Benz W 196 R Silver Arrow was undeniable, successfully challenging Ferrari’s bid for a third consecutive Formula One championship.
Amidst this display of dominance, chassis number 00009/54, the car in focus here, was completed. Initially built as an open-wheel monoposto on the 1954-specification 2,350-millimeter long-wheelbase chassis, and identified with a 54 suffix in its chassis number (1955 cars have a 55 suffix), the car began testing on 15 December 1954. For chassis number 00009/54, and for the victorious Mercedes-Benz racing team, even greater achievements were on the horizon in the upcoming season, especially with the impending arrival of Stirling Moss.
Chassis Number 00009/54 in Competition: Open-Wheel and the Dawn of the Moss Era
For the 1955 season, the W 196 R underwent further development to maintain its competitive edge. Engine enhancements, including a new intake manifold, were implemented. The team decided to primarily use open-wheel grand prix bodies for almost all 1955 races. These refined cars were approximately 70 kilograms (154 pounds) lighter than their predecessors. Extensive testing revealed that the 1954 W 196 R had been hampered by its Continental tires, prompting the manufacturer to develop improved rubber, a crucial advancement for the revised car.
The Rennabteilung once again sought top-tier driving talent, recruiting the rising 25-year-old British driver from Monza, Stirling Moss, to their esteemed driver lineup. Stirling Moss Mercedes Benz partnership was about to begin. Moss would later become a celebrated figure in his own right, and one of Britain’s most iconic racing drivers. Although his career was tragically cut short by an accident in 1962, he remained a passionate advocate for motorsports and the automotive world throughout his life, even serving as a brand ambassador for Mercedes-Benz in his later years. His lifelong contributions to motorsport and the British motoring scene were recognized in 2000 when he was knighted by the future King Charles.
However, in the early 1950s, Moss Mercedes Benz relationship was still nascent as Moss was steadily building his career as a privateer. This journey began with his victory at the 1950 Tourist Trophy. To pursue a position with the Mercedes-Benz team, he acquired and raced a genuine Formula One car, the Maserati 250F, in 1953. Despite the 250F’s occasional unreliability, Moss demonstrated significant potential during several impressive qualifying sessions. Neubauer took note, especially after the 1954 Italian Grand Prix where Moss nearly defeated the Silver Arrows. By December 1954, Moss was hired and began practicing in the W 196 R, immersing himself in the car’s intricacies and the Rennabteilung’s meticulously organized team environment. The stage was set for Stirling Moss Mercedes Benz to make history together.
Moss later reflected on his experience with the Mercedes-Benz team, “Their thoroughness and thoughtfulness amazed me from the very beginning. It was like being in a different world…Every course where the cars raced was analyzed mathematically…Neubauer himself used to mark and time gearchanges, lap after lap…Drivers were listened to and respected, which often doesn’t happen on other top teams…Nothing was too much trouble—and they were willing to try anything which might improve performance.” This meticulous approach underscored the foundation of the Moss Mercedes Benz success.
Mercedes-Benz’s unwavering commitment had clearly paid off in 1954, and it was poised to yield even greater results with Moss joining the team in 1955. It was Fangio, however, who secured victory in the opening round of the 1955 Formula One season at the Argentine Grand Prix on 16 January 1955. With the next Formula One points event not scheduled until late May, the team remained in Argentina to conduct live-action testing during the Buenos Aires Grand Prix, a Formula Libre race known for its open regulations that served as a valuable testing ground for Formula One teams.
The Formula Libre Buenos Aires Grand Prix on 30 January 1955 marked the inaugural race for chassis number 00009/54, driven by Juan Manuel Fangio as car #2. According to Rennabteilung build sheets and recent Mercedes-Benz confirmation, chassis number 00009/54 was equipped with a “Sport 59” engine, likely code for the 3.0-liter M196 engine, and fitted with an open-wheel monoposto body. A primary objective for this non-Formula One event was to test this new iteration of the M196 engine, intended for use in the upcoming W 196 S sports car, the 300 SLR. Moss, Kling, and Herrmann joined Fangio—each racing an open-wheel car, marking the beginning of a legendary chapter in Moss Mercedes Benz history.
