Miguel Sánchez
At the end of World War II, German manufacturers found themselves in a difficult situation. To begin with, the limitations imposed by the Allies confined industrial reconstruction within very specific margins. Something completely normal. Well, although returning normality to Germany was an established consensus, it was also to do it progressively. Thus avoiding the danger of occasional rearmament by recalcitrant factions. In this sense, aeronautical construction was prohibited until the end of the fifties and, in addition, motorcycles suffered restrictions in the displacement of their engines. In fact, BMW had to offer plows and even kitchen equipment in order to survive during the postwar period.
Likewise, the fracture of the German territory with the appearance of the GDR also seriously dented the automotive industry. And it is that not all the plants fell in the western zone. Far from it, many happened to be in the areas controlled by the Soviet authorities. This way, some manufacturers lost a large part of their productive potential. And that's not to mention that, for the most part, even the assembly lines in the western zone were seriously damaged by the bombings suffered during the war.
On the other hand, to all this was added the destruction suffered by the auxiliary industry. Especially visible in everything related to bodywork, the manufacture of which was outsourced in many cases. So things, that brands like Mercedes returned to the top of world motorsport during the fifties can be considered quite an event. Especially if we look at his return to racing, with models as outstanding as the W196 in F1 or the 300 SLR in the World Cup of Makes. Technological icons for a massive range focused since 1953 on the commercial successes of 180 "Pontoon". Responsible for popularizing excellence previously only reserved for high-end models.
With all this, accounting at Mercedes was finally setting a clear and optimistic course. Even more so if we take into account how, at least in the German market, its competition has not just taken flight. What's more, had it not been for the success of its 700 twin, Mercedes would have absorbed BMW without too much trouble. In fact, the financial plan to consummate said operation came to be on the table.
However, whatever it was, the truth is that the house of the star felt strong enough to return to the top of the competition. At this point, in 1954 he presented his bet for F1. The Mercedes W196. One of the best single-seaters in history, responsible for winning 9 of the 12 GPs in which it was presented. Five of them with a double.
MERCEDES W196 STREAMLINER, THE ORIGINAL VERSION
To the untrained eye in classic F1, the Mercedes W196 can look deceptive. Not in vain, combined a version with open wheels with another where they were covered in an aerodynamic way. Thus, while the first is clearly an F1, the second can be taken as a World Cup model. In other words, any of the Sport Prototypes that, since the late fifties, began to seriously experiment with the benefits of aerodynamics.
However, all this has a regulatory explanation. And it is that, during the first years of the premier class in motorsports, the regulations did not say anything about the impossibility of covering the wheel arches. That is to say, if the single-seaters looked with the tires in the air it was by simple sovereign decision of the manufacturers. Definitely very efficient in terms of weight. Although controversial when entering to analyze the complex turbulence generated by those single-seaters where, in addition, and until the arrival of the Lancia D50, the pilot sat at a great height as the propshaft passed just below the seat.
Thus, in Mercedes they were among the first to take into account the aerodynamics applied to F1. And it is that, at that time, personalities like Enzo Ferrari were still proclaiming that the aerodynamic coefficient was for “those who don't know how to build engines”. In contrast to this outburst, the Mercedes W196s were dressed in faired bodies during their debut at the 1954 French GP. At this point, those single-seaters appeared not only with the wheels covered. But also with a long rear capable of reducing starting turbulence and drag coefficient. Paradoxically, years later Ferrari would apply a similar solution to its 512S Coda Lunga in the World Cup of Makes.
Also, the engine of the Mercedes W196 was truly sensational. Being an eight-cylinder in line with 2,5 liter displacement equipped with desmodromic valves and fuel injection. Thanks to this, its 257CV responded long before its competitors. Equipped with a more outdated carburetion. With all that, During that premiere at the Reims Circuit, the W196 managed to do a double. To a large extent, due to the excellent aerodynamic qualities presented by its Streamliner bodies. Name by which those covered single-seaters so effective in straight lines were known.
However, what happened in the following World Cup appointment was very different. And it is that, in the British circuit of Silverstone, the Mercedes only managed to be fourth and seventh. In addition, Fangio complained about not being able to see the wheels turning and, therefore, damaging the bodywork by rubbing it against some hubs that marked the edge of the track. At this point, the key comes when we compare this circuit with the one in Reims. And it is that, while the Frenchman wore a wide track with long straights and few curves, the Englishman not only had a very narrow asphalt, but also numerous turns. Some of them very closed.
In other words, the W196 Streamliners were dominant on the most speed-prone tracks. However, their wheel fairings did nothing but get in the way when they turned onto a twisty, ancient and complex track. In this way, Mercedes engineers listened to Fangio, creating naked versions of the W196 for the fastest circuits. This way, aerodynamic bodies were reserved for tracks like Monza. Dominated by generous, well-surfaced straights despite having at least two tight corners. What's more, the W196 Streamliners became known as the Type Monza.
Thus, if during 1954 these Mercedes were effective, in 1955 they became the nightmare of Ferrari and Maserati. In fact, they won five of the seven World Cup rounds, taking Fangio to his third drivers' title while lifting Stirling Moss to runner-up. However, just at that sweet moment for the German house, the Le Mans disaster. With a balance of 83 dead spectators along with Pierre Levegh, who crashed his 300 SLR into the stands causing one of the biggest massacres in the history of motorsports. Obviously, that had a very hard impact on Mercedes. Which withdrew from competition until the late eighties with its entry into the DTM.
In this way, the W196s were as rare as they were fleeting. Especially when we talk about their Streamliner versions. Those that, with an absolutely original design for the world of F1, managed to put the concern for aerodynamics and its influence on high speeds at the center of the table. Without a doubt, a true icon for automotive engineering.
Photographs Mercedes W196 Monza Type: Unai Ona / Mercedes
