Among the lesser known and certainly rarer M-B models are the “coach-built” versions; limousine, ambulance, pick-up, hearse, and the highly desirable estate station wagons. In 1952-53, the company produced in limited quantity the Type 170 DS Kombi wagon (Aufbau Lueg) followed by the 180 & 190 ponton Kombi (Aufbau Binz) from 1954 into early 1960s.
At the 1964 Auto Exhibition in Brussels M-B introduced the first Universal (W 110) 190 station wagon. Prior to that time a customer could order a coach-built station wagon, ambulance or funeral car from coach builders, BINZ in Lorch, Germany, or MIESEN, In Bonn, Germany. All of them built were distinguished by a somewhat high roof line. Production by those two companies is obscure. Only twelve 190c (121.001-20) were reportedly made from April, 1961 to August 1965, with right hand drive. Sightings are extremely rare. One of them, plus three more rarities are owned by Californian Robert Gunthrop, the godfather of resources on the “coach-builts.”
The Universal, as an official MB model and could be ordered through any dealer, worldwide. The more visually appealing lower roofline version was produced at Montagewerk IMA in Malins, Belgium. These “chassis only” vehicles were shipped from Sindelfingen with four doors, but no roof or rear body sections. IMA then built the roof, rear body panels, inner rear fenders, and tail gate from scratch. They also modified the rear doors to correspond to the newer roofline; a stunning and artistic design element. Planned production of 1,000 vehicles per year was far too optimistic and never achieved. Sales were inhibited by cost, at a 30% premium over the comparable sedans. An additional 10% was assessed to the German public as an “import tax” from Belgium, further deterring demand.
The Universal was available in the 190, 190D, 200, 200D, 220, and 230S for five years. All but the 190 version were equipped with the hydro-pneumatic compensating spring at the rear axle, a feature in all subsequent M-B wagons to this day! The five year production (total 2,754 units) ended in September, 1969. The Belgian assembly plant was closed in 1973 and all spare body parts and materials specific to the model were rumored destroyed.
Equipped with 15” wheels, unlike the 13” used on W110 Fintails, the wagons appear ready for an off-road trek at the ranch. 14? wheeels or 195/65 x 15 tires get closer “popular expectation.” Prized options include the Webastco sliding sun roof and Kuhlmeister air conditioning.
Restoration, particularly for rust repair, can be costly but that has made the survivors all the more special. As 1960s collectibles, these wagons are proving to be functional, rolling investments –with enormous Zen. Nearly all mechanical components and many of the sheet metal and undercarriage parts remain available from reputable vintage M-B specialists. Few, if any, were imported directly to USA customers; numbers are not shown in any of Nitske’s books or MBNA data. Although the value of these special wagons have not (yet) grown exponentially like contemporary M-B convertibles and coupés, they command a well-deserved premium over standard sedans.
Colin Peck (Mercedes-Benz Club UK) in the 1980s, and Bob Gunthrop (with a newsletter/roster in 1990) have brought owners in touch with each other but no club was formed. Today the ease of Internet forums such as MBCA’s ‘Vintage Forum” and their W110 Finbacks (Hechflosse) Group discuss issues common to these models.
Curiously neither Binz or MIESEN built any S-Class wagons. For that we go to Crawford in Westerham, England and Norddeutche Karosseriefabrick in Berman, Germany. Crawford printed several desirable brochures offering 280, 350 and 450 engines (116 Body) and also a 380 in the (126 Body). Norddeutche (Conrad Pollmann of Bremen) specialized in custom 116 and 126 Bodies and is known to have built at least three wagons for DBAG including one 6.9 (Chassis #2255) with full front and rear hydropneumatic suspension.
At the September 1977 Frankfurt Auto Show M-B at last launched a totally “in-house” station wagon, the W123 Body with 240/300TD diesels and 230/280 gas engines. Two years later a turbocharger was added to the five cyinder 300TD. More than one student of Mercedes-Benz ranks this model the ultimate world car of the 20th century; delivering the most things to the most people … loaded with durability, safety, economy and luxury. Wagons quickly became basic to the Mercedes-Benz personna… utilitarian luxury! What could be more American?
This article (originally titled: “Mercedes Estate Station Wagons of the 1960s (and other Coach-Built Favorites)”) was written by Charles Spiher for John Olson’s SL Market Letter.
Charles, a Hoosier, is one of many SL owners with a wagon in his barn; a 1967 200 Universal
… And Our Other Favorite Cars
Thank you for replies to the SLML questionnaire answered with subscription renewals; they keep us plugged into many more owner perspectives than would otherwise be the case; about which M-B models generate praise, pleasure –or pain, from trophies and maintenance to accidents. What do you think is the most frequently mentioned non-SL? Station wagons! From the indestructible five-cylinder turbo diesels of the early 1980s to the newer AMG versions. Wagons are on our wish lists and also among your “Best Mercedes-Benz ever owned” choices.
This shouldn’t surprise. With America’s reputation for versatile, casual living… add quality and style and M-B wagons have struck a winning cord.
As a specialized body type the 1920’s “depot hack” is usually credited with starting it all, carrying people and luggage to and from train stations. The Stougton Wagon Company in Wisconsin offered a custom wooden body for Fords as early as 1919 (a company for which my Norwegian immigrant grandfather worked). Many names emerged. Woodies, estates, or shooting brakes (British), kombi (German), break (French), suburban (American). In 1935 GM introduced the CarryAll with seats for eight on a light-truck chassis. Each decade has had different user expectations and made with different raw materials. All automobiles contained some wood until the late 1930s and then returned to many wooden bodies (even for sedans) when steel was in short supply after WW II. The Jeep Wagoneer (1946, designed by Brooks Stevens, no less) claimed to be the first all-steel wagon, followed by the Plymouth Suburban of 1950. America’s post WWII love affair with automobiles spawned very elegant 1950s wagons. The 1953 Buick Roadmaster (last of their woodies and first V8) and Chrysler’s New Yorker Hemi V8 pillarless hardtop wagon are among my favorites. GM’s several Vista-Cruisers and Studebaker’s opening rear roof typified bold 1960s designs. An entertaining museum could be centered around station wagons through history.
The evolution of the auto body-types has been a painfully clumsy process. When the motorcar was invented few builders saw very far beyond horseless carriages. Creating the steering wheel, doors, windshields and windshield wipers, windows that opened and closed, lights, heaters, speedometers. Mind-boggling sophistication. The evolution of the trunk from a true, removable trunk into a fixed body part took decades, interrupted by rear engines, the fuel tank, rear entry doors, and rear mounted spare tires. Putting the spare tire inside the trunk was a radical idea. Station wagons experienced so many variations. For a few years it seemed that vans and SUVs had made the station wagon obsolete; hard to beat the spaciousness of an ML or GL: limousines in disguise. But the combination of markedly better maneuverability (handling and speed) and lower drag resistance (as in MPG) of M-B wagons is giving no ground to the ML. Litmus test: C-Class wagon sales are exceeding its popular predecessor by 70%.