Thirty years ago, the Mercedes-Benz 500 E made its debut at the Paris Motor Show in 1990, captivating audiences with its unique blend of saloon comfort and sports car prowess. Launched in the spring of 1991, this model quickly became a legend. To commemorate its 30th anniversary and its well-deserved classic status, the Porsche Museum embarked on a journey, reuniting two key figures from its creation to explore the compelling development story of the Mercedes E 500.
Michael Hölscher, the Project Manager for Development, and Michael Mönig from Prototype Management, hadn’t been behind the wheel of the 500 E in nearly three decades. Their journey began and ended at the Porsche Museum, with the iconic 500 E gleaming under the museum’s mirrored ceiling, finished in Sapphire Black Metallic (color code 009). The interior showcased a luxurious combination of leather, wood trim, vibrant door panels, electrically adjustable sports seats, and a classic cassette radio.
“Looking at this Mercedes E 500 today, it’s almost unbelievable that such a perfect design was achieved 30 years ago without CAD data. I have immense respect for the vision of my colleagues in the body shop,” remarked Hölscher, admiring the car like an old friend. Both engineers were captivated by the pronounced wings, a distinctive feature differentiating the 500 E from standard 124 series models, repeatedly crouching down to examine them.
In 1988, Daimler-Benz AG commissioned Porsche AG to develop the “design and experimental series” for the W124 base type. The crucial specification was the integration of the powerful five-liter V8 four-valve engine from the 500 SL. By April 1995, a total of 10,479 units were produced. Notably, all Mercedes E 500 models were four-seaters due to the large differential occupying space where a middle rear seat suspension would typically be.
The Superior Touring Experience of the 500 E
The 500 E remains a cherished memory for both engineers. Hölscher fondly recalled a trip to Lake Constance three decades prior: “I was driving to Lake Constance with three colleagues, and we were engrossed in conversation the entire time. Suddenly, one of them glanced at the speedometer and was shocked to see it at 250 km/h. Our meticulous tuning of the chassis, brakes, and engine ensured a phenomenal driving experience.” Brake performance was a significant point of discussion during development, with the team opting for more robust brakes than the standard model during the prototype phase, guaranteeing optimal braking balance.
Equipped with a standard four-speed automatic gearbox, the Mercedes-Benz 500 E could accelerate from 0 to 100 km/h in a mere 6.1 seconds, boasting 326 PS (240 kW) and 480 newton meters of torque, depending on the model year. The top speed was electronically limited to 250 km/h. Mönig described the Mercedes E 500 as, “Plenty of power, yet understated, both dynamic and luxurious. It’s not a flashy car; its appeal lies in its subtle sophistication, catching attention only upon closer inspection.” With these attributes in mind, they headed to their next destination – the former Reutter building, a stone’s throw from the Porsche Museum.
Body Assembly in the Historic Reutter Building
“This project was crucial for us, ensuring optimal capacity utilization in Zuffenhausen and Weissach,” Hölscher recounted, leaning against the brick wall of the former Reutter building. Starting in 1990, the 500 E bodies were manufactured in Werk 2’s Reutter building in Zuffenhausen. This facility, vacant at the time, provided ample space for a dedicated 500 E body assembly line.
The process was meticulously planned: Mercedes-Benz supplied body panels from Sindelfingen to Zuffenhausen. At Werk 2, Porsche’s team assembled these with in-house manufactured parts, including the distinctive front wings. The assembled bodies were then returned to Sindelfingen for painting, followed by final assembly and engine installation back in Zuffenhausen at the Rössle Bau. Each Mercedes E 500 endured an 18-day production cycle and traveled between Zuffenhausen and Sindelfingen twice. “Logistically, transporting parts back and forth was a significant undertaking. Ensuring parts arrived at the right place at the right time was critical,” Hölscher explained.
Project Launch Amidst a Crisis
The collaboration between these Stuttgart automotive giants was timely. Porsche was navigating a crisis marked by declining export revenues, reduced production, and unfavorable key performance indicators. “A key takeaway from the project during those challenging times was the importance of embracing every opportunity. Projects like this allowed us to retain our team,” recalled Hölscher, who was with Porsche from 1982 until his retirement in 2016. Initially, production started at ten vehicles per day, but demand quickly pushed this to 20. “Here we are at counting point 0, the birthplace of the 500 E,” Mönig stated, indicating the start of the assembly line. The “marriage” – chassis, gearbox, and engine installation – occurred at point 4, with delivery at counting point 8.
Witnessing the Mercedes E 500 enter series production was a career highlight for both men. Visiting the former Reutter building evoked strong memories. Hölscher shared, “The 500 E was my first project to reach series production under my responsibility. Three decades later, it feels like watching the cars roll off the line again.” He also valued the autonomy his team enjoyed. Beyond their shared passion for cars and motorbikes, he reflected on his bond with Mönig: “We met through the 500 E project and collaborated on several others. It was a significant and important part of my life.”
Astonishing Performance and Design
In the late 1980s, Daimler-Benz AG engaged Porsche as a development partner because their Sindelfingen production line for the 124 series was inadequate for the 500 E’s wider body, later renamed the E 500 in a model update. Modifying their production line wasn’t economically viable. The objective was for the Mercedes E 500 to subtly resemble a standard W124 while setting unprecedented performance standards – a high-performance saloon unlike any seen before. It was 56 mm wider and 23 mm lower than the base vehicle. Within Porsche, the 500 E was internally designated “Project 2758”.
Mönig, with over 35 years at Porsche and responsible for building the 500 E prototype, took the driver’s seat. Before starting, he listened to Hölscher’s driving impressions: “Even today, 30 years later, the Mercedes E 500 is remarkable. Its handling is superb. The acceleration is excellent, the brakes are outstanding, and it’s a joy to drive, characterized by its dynamic nature. I particularly appreciate the refined, understated sound of the eight-cylinder engine.”
Arriving at the Weissach Development Centre, Hölscher parked in front of the “hexagon,” the former design engineering office and one of the site’s first buildings, marking their third stop. “Being here feels like home,” he said, handing the keys to Mönig for the next leg of their journey.
Weissach Development and Airflow Innovation
Weissach was the hub for Mönig’s team’s 500 E development work in the late 1980s. They manually converted the first 14 base vehicles. From the 15th onwards, assembly shifted to Building 1, the prototype construction building, utilizing newly designed and modified series parts. Demonstration vehicles produced here convinced Mercedes-Benz to proceed with series production. “We planned the 500 E’s development here, focusing on fitting the large engine into the relatively compact vehicle,” Hölscher recalled. To optimize weight distribution, the battery was relocated to the rear luggage compartment. Significant modifications were made to the brake and exhaust systems, and the front and rear wings and bumper trim were redesigned. The eight-cylinder engine drew air through the headlight surrounds, ensuring ample airflow. Porsche held a 90 percent development share, managing almost all aspects of integrating the powertrain and vehicle components.
Driving from Weissach to Sindelfingen, Mönig was visibly impressed. “The longitudinal dynamics are incredible. I have only positive memories of this car, having been given significant responsibility as a young engineer. The Mercedes E 500 was and remains my favorite project,” he shared. Mönig spoke passionately about the feeling of lightness, the palpable power, and the superior driving experience. He and his Prototype Construction colleagues spent numerous weekends in Sindelfingen, overcoming project schedule delays through their dedication. “The collaboration with Mercedes-Benz colleagues was respectful, focused, and based on a shared desire for success,” he remembered. A particularly memorable moment was driving to Sindelfingen with prototype parts for the first time.
On the return journey to Zuffenhausen, he simply enjoyed the V8 engine’s sound with the window slightly open. Later, after parking the Mercedes E 500 back in the museum workshop, he would have much more to say about the enduring superior performance that still distinguishes the 500 E three decades later. But for now, he savored the pure driving experience.
