Born out of still-warm ashes
The small Cabriolet A series of the 170S line-up was presented for the first time in May 1949 at the Hanover Technical Export Fair. Largely based on the W136 series, its development was rather quick and successful. The facilities and equipment weren’t damaged by Allied bombing on German soil during the war, which made its development easier. Because of this, Mercedes-Benz was able to quickly launch production of its mid-size cars after the war.
Rebuilding a name
Sadly, after years of prosperity where the German aristocracy proudly travelled around in luxurious 770Ks and other prestigious convertibles, Mercedes was forced to temporarily abandon its ultra-elitist cars and content itself with building more popular, but always comfortable, vehicles.
Taking up where they left off
Despite the failure of the 1938 230 Series, the production of which never exceeded 4,210 units, the W136 platform was nonetheless used for the post-war revival of the brand with the 170.
While the 230 Series used a 2.3-litre inline six delivering 55 hp, the post-war economic conditions in Germany forced Stuttgart to cut down to four cylinders. The 1.8-litre S-4 would only produce 52 hp and 83 ft-lb of torque.
However, the frames would from then on feature double crossbeams with coils springs and a sway bar. This innovation was the invention of Rudolf Uhlenhaut, who would later become much more famous with his interpretation of a certain 300SLR in 1955.
Luxury confirmed
The creation of the 170S following the 170V (sedan) demonstrates a firm willingness to return to assertive luxury. Mercedes’ mythical letter S was always synonymous with prestige. The 170S’ sales price would almost double that of the sedan. It would be available with a choice of two or four seats, but would be out of the average German’s league. Only 830 units were built over the two-passenger Model A’s three-year life span and only 39 of those would be sold in 1949.
The small Cabriolet A series of the 170S line-up was presented for the first time in May 1949 at the Hanover Technical Export Fair. Largely based on the W136 series, its development was rather quick and successful. The facilities and equipment weren’t damaged by Allied bombing on German soil during the war, which made its development easier. Because of this, Mercedes-Benz was able to quickly launch production of its mid-size cars after the war.
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Rebuilding a name
Sadly, after years of prosperity where the German aristocracy proudly travelled around in luxurious 770Ks and other prestigious convertibles, Mercedes was forced to temporarily abandon its ultra-elitist cars and content itself with building more popular, but always comfortable, vehicles.
Taking up where they left off
Despite the failure of the 1938 230 Series, the production of which never exceeded 4,210 units, the W136 platform was nonetheless used for the post-war revival of the brand with the 170.
While the 230 Series used a 2.3-litre inline six delivering 55 hp, the post-war economic conditions in Germany forced Stuttgart to cut down to four cylinders. The 1.8-litre S-4 would only produce 52 hp and 83 ft-lb of torque.
However, the frames would from then on feature double crossbeams with coils springs and a sway bar. This innovation was the invention of Rudolf Uhlenhaut, who would later become much more famous with his interpretation of a certain 300SLR in 1955.
Luxury confirmed
The creation of the 170S following the 170V (sedan) demonstrates a firm willingness to return to assertive luxury. Mercedes’ mythical letter S was always synonymous with prestige. The 170S’ sales price would almost double that of the sedan. It would be available with a choice of two or four seats, but would be out of the average German’s league. Only 830 units were built over the two-passenger Model A’s three-year life span and only 39 of those would be sold in 1949.
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