Daimler-Benz AG early 1950’s bread & butter mass production vehicles were modern engineered 4 door sedans. Supplemental were postwar coupé/cabriolet Type 170 S (W191), Type 220 Cabriolet “A” and “B” (W187) as well as the ultimate senior tier level 300 S (W188). These were largely based on prewar carryover designs and by the mid 50’s — antiquated. Of course there were other exclusively expensive models; the glamorous new 300 SL (W198) sports car and the limousine-length 300d (W189) saloon. They realized that there was marketing potential for the continuation of a reasonably expensive personal luxury automobile.
This was achieved by shortening the chassis of the high-line (Sonderklasse) 220 S (W180) saloon by 4.7 inches and adding lots of chrome, wood trim, and leather. The platform for these fine automobiles differed from their sedan counterparts notably; the quarter panel overhang aft of the rear axle was extended and longer doors and side glass made for a very appealing look to the car. The windshield adopted a rakish wrap around. The floor pan framing was strengthened to compensate for the lack of a “B” pillar and to accommodate an open roof. The doors were steel skinned over alloy frames to reduce heft, Still these coupes and cabriolets had lots of commonality with the production line cars. Engine/transmission. Independently sprung rear suspension and axle system. Brake drums were “alfin” (aluminum finned) for added cooling. There was a vacuum boosted brake pedal but power assisted steering, automatic transmission, power windows, power seats or even air-conditioning wasn’t offered (unless sympathetically added aftermarket).
Mercedes-Benz automobiles were considered to be quite sporting with great road manners. American luxury in contrast, emphasized length and mass with a numb, floating boulevard ride with every fingertip convenience isolating the driver from the driving experience.
Widely regarded as one of the more elegant and select Mercedes-Benz cars from West Germany the 4/5 passenger W180/W128 coupé and cabriolets were of the last to be built in situ, meaning hand-assembled. The 220 S cabriolet was introduced at the September Frankfurt Auto Show in 1955. The first customer car left the factory in July of 1956. The coupé followed in October. The W180 was mechanically enhanced in 1958 with an improved engine the significance of which was recognized with a new type designation: W128. Type 220 SE. Otherwise the 220 S and 220 SE were mostly identical in all other respects. The 220 SE Coupé/Cabriolet was produced until November of 1960. The 1960 year model received updated switch knobs and safety steering wheel. There were 3,290 cabriolets assembled during the 1957-1960 four year span, making it a low volume automobile and today, a very rare car to see. The 220 S and 220 SE were exclusive and significantly expensive for their time; nearly double the cost of their 4 door sedan counterparts; even pricier than for example GM’s Cadillac top-of-the-line model. This is largely due to the fact that no expense was spared in their fit and finish. Daimler-Benz utilized the most lavish wood trim treatment of any Mercedes, multiple leather hides covering every interior surface to include the door cards and kick panels, convertible boot well and even inside the glove box. Extensive chrome trim was brass hand-fitted for each car before removal for plating.
The Ponton S-class still lacked an increasingly essential item found in most luxury sedans of the day: an automatic transmission. Determining that a conventional fully automatic transmission would sap too much of the 220’s limited horsepower nor would the available space allow for one, Daimler-Benz opted for a [Hydrak] system devised in conjunction with Fichtel and Sachs. The system utilized the standard 4-speed manual gearbox but replaced the pedal actuated clutch with a vacuum servo actuated clutch assembly and using an oil filled fluid coupling to dampen gear selection loads. In theory, eliminating the need for a driver to bother with depressing a clutch during shifting seemed a sensible benefit of the system although one still had to lift off the throttle during shifts. One could brake to a complete stop and accelerate away again sans clutch pedal. However, in actual use the system proved frustrating to as any casual pressure on the column mounted shift lever automatically dis-engaged the dry clutch resulting in increased wear. The system was not friendly to the clumsy driver. This combined with spotty reliability of the various micro switching hardware eroded the initial enthusiasm from buyers and many cars have been subsequently converted to the standard gearbox and a fully manual clutch WITH foot pedal.
There were extra cost special request equipment such as; Hydrak Automatic Clutch, whitewall tires, radio, automatic aerial, spot light, windshield washer system, safety belts, additional heater blower, fitted luggage, headrest, a front bench seat, adjustable reclining backrest, The backseat was optionally a conventional (“C”) full width fixed bench or a thinly padded fold down flat style auxiliary seat (“A”) that could accommodate additional luggage. The vehicles had 5 standard colors but could be custom ordered with premium/special colors or with two-tone paint finish listed in a sample book. A no cost option was an ivory-colored steering wheel. A typical delivered price at the factory might have been 25,439 DM or $6,413 USD including a customs plate and 4 months of insurance for sightseeing Europe. State or local taxes and shipping home to the USA would have added to that bottom line.
For the 1959 production year the S-class received Bosch fuel-injection updating the 2.2 liter overhead cam aluminum head 6 cylinder power plant. This called for a new model designation Type 220 SE. The “E” signifies the fuel-injection feature — einspritsmotor. The previous model designated 220 S (W180 — having the 2.2 engine w/dual carburetors) ended production that year.
These sedan, cabriolet and coupé body designs are affectionately referred to as ‘Ponton’ cars, which has to do with their then new and modern smooth (slab) sides and vestige rounded “pontoon” fenders. Most cars until 1947 had full fender forms that were stylistically set apart from the passenger body lines and structure. Another explanation proffered has to do with the Daimler-Benz engineered front suspension engine/transmission mounting carrier scheme. When it debuted legend has it that a German journalist likened this sub-frame to a pontoon or bridge spanning the engine bay. (an obvious reference to WWII specialized bridges, the word ponton is French; the German word is Pontonkarrosserie) Take your pick, the nickname does make for a convenient Google search term. Both of the cars portrayed below are post-war, but only one is generally called a Ponton — Archeology of the Pontoon Fender)
| 220 S | 220 SE | |||
| coupé | 1,251 | 830 | ||
| cabriolet | 2,178 | 1,112 | ||
| total made | 3,429 | 1,942 |
For 1961 model year the S class coupe/cabriolet body was completely restyled with an elegant and timeless look. They enjoyed a 10 year run. Type 220 SEb (W111)