When Mercedes announced the W124, BMW countered with the E34. Munich’s answer was loud and clear with the proclamation of the M5, and Stuttgart was quick to respond with the 500 E. Interestingly, despite the stark differences between these super sedans, they shared a peculiar starting point—both began their journeys in a truck body.
Il progetto della W124 è iniziato nel 1977, con il disegno iniziale realizzato da Peter Pfeiffer e Josef Gallitzendörfer, ed è stato finalizzato dal responsabile del centro stile, Bruno Sacco.
The rivalry’s tone was undeniably set by BMW in the 1980s, driven by an ambition to outpace Mercedes. The competition was so fierce that Munich had to double its efforts just to maintain pursuit. They needed a breakthrough to gain an edge, which came with the launch of the E32 ‘Seven’ in 1986, followed by the V12-powered BMW 750i a year later. The challenge then was to replicate this success with the ‘Five.’
Launched in 1988, the E34 sedans were bred with a singular focus—to outclass the formidable W124. Four years post its debut, the Mercedes still stood as a marvel of automotive engineering. During our retro test, I delved into the BMW Praxis, a dealer catalog used to train sales associates on the new ‘Five.’ This 240-page manual is a treasure trove of details about the E34, filled with insights seldom found elsewhere.
I geni italiani della E34 sono stati abbozzati nel 1982 da Ercole Spada. Il lavoro sul “Five” è stato continuato da Jay Mays e completato sotto la guida di Klaus Luthe.
From marketing strategies to technical innovations, the rivalry was intense. BMW analyzed market shares across various professions, noting a preference for the ‘Propeller’ among mid-level managers and the ‘Star’ among top executives and freelancers. BMW also touted improvements in aerodynamics, claiming an 18% improvement over its predecessor and achieving a drag coefficient of 0.30, all while maintaining its iconic grille design. Subtly, they hinted that their results could have been even better if not for their standard tire policy—a jab at Mercedes, whose best aerodynamic figures were achieved with narrower tires.
L’equilibrio tra funzionalità (asse verticale) ed estetica (asse orizzontale) come percepito da BMW. È emerso che Lancia è la meno pratica, mentre Audi è considerata la meno bella.
Innovations like Mercedes’s unique wiper system that cleared 86% of the windshield were met with BMW’s extended wipers that matched the cleaning area but added a mechanism for better blade performance at low speeds. Similarly, while Mercedes boasted automatic heating for mirrors and jets, BMW introduced a heated lock mechanism activated by holding the door handle—a feature of thoughtful engineering.
È evidente come le aziende abbiano lavorato in modo diverso con il front-end. Per Mercedes, i gruppi ottici e la griglia fungono da strumento aerodinamico che contribuisce a ridurre la portanza. Per BMW, i fari sono soprattutto il volto del marchio. Tuttavia, il catalogo BMW Praxis fornisce cifre interessanti: per vincere la resistenza dell’aria a una velocità di 180 km/h, la E34 ha bisogno di 64 CV, e a 200 km/h di 87 CV. Il 20% in meno rispetto al suo predecessore, la E28, con un simile muso di squalo.
Each model introduced features designed to outdo the other. Mercedes’s famed five-link rear suspension was met with BMW’s enhancements to the E34’s existing setup, including electronically controlled dampers and a Servotronic steering system. BMW also answered Mercedes’s ASR with its advanced ASC+MSR system, which addressed not just traction but also wheel lock during deceleration.
The catalog even provided a rationale for the M5’s handling characteristics, suggesting that BMW intentionally tuned the chassis for neutral to slight understeer that could transition to oversteer with throttle input, presumably to counter the Mercedes’s tail-happy nature.
L’aerodinamica dei classici e dei contemporanei. Per mettersi al passo con Mercedes, BMW ha prelevato dipendenti da Audi.
This ongoing battle of one-upmanship not only pushed technological boundaries but also underscored a deep-seated rivalry. While the E34 momentarily edged ahead of the W124, it could not replicate the revolutionary impact of the V12 E32. Despite sharing a platform with the ‘Seven,’ the ‘Five’ always seemed a step behind its Stuttgart counterpart, chasing innovations like all-wheel drive and safety enhancements that Mercedes had pioneered.
Il tergicristallo di Mercedes raggiunge gli angoli superiori e offre un’area di pulizia del parabrezza da record per l’industria automobilistica. BMW insiste sul fatto che l’angolo superiore sinistro è più importante per la visibilità ai semafori.
The BMW M5 remains a testament to this fierce competition, embodying the relentless pursuit of automotive excellence and innovation. As these rivals pushed each other to greater heights, they left a legacy of engineering prowess and performance that continues to inspire the automotive world.
Un altro motivo per sottolineare la superiorità rispetto alla Mercedes: in presenza di vento laterale, la E34 deriva meno della W124.
When Mercedes introduced the W124, BMW was quick to respond with the E34, heralding its own masterpiece, the M5. Stuttgart’s counter, the 500 E, marked the beginning of a fascinating rivalry between two distinctly different super sedans, both sharing a surprising origin: each model began its life on a truck chassis.
Il principale gioiello tecnico del telaio della W124 è la sospensione posteriore multilink, apparsa poco prima sulle berline più piccole W201 e successivamente installata su quasi tutte le autovetture Mercedes. È stato copiato da molti altri produttori. Con alcune modifiche, questo schema di base a cinque maglie viene utilizzato ancora oggi.
The 1980s saw BMW fervently striving to surpass Mercedes. Stuttgart was formidable, forcing Munich to double its efforts just to keep pace. To surpass Mercedes, BMW needed something extraordinary. They delivered in 1986 with the debut of the E32 ‘Seven’ and further astonished the automotive world a year later with the V12-powered BMW 750i. The challenge was to replicate this success with the ‘Five’.
Per tutte le versioni E34 superiori alla BMW 525i e 524td, erano previsti montanti McPherson con supporti separati per molle e ammortizzatori. Nella parte posteriore, i bracci obliqui sono stati rinforzati con bretelle. Questa è stata l’ultima “Five” con un assale posteriore di vecchia concezione. In opzione, tranne che per la M5, veniva offerta una sospensione Sport più rigida.
Launched in 1988, the E34 sedans were laser-focused on one target—the outstanding W124. Four years after its debut, the Mercedes still epitomized the zenith of automotive engineering.
During our retrospective testing, I spent several days with a unique dealer catalog, the BMW Praxis, designed to train sales staff on the new ‘Five’. This 240-page bible of the E34 covers every minute detail and design decision of the vehicle. It’s packed with unique insights and commands a price of 30,000 rubles—a testament to its value. Notably, the W124 is mentioned on nearly every page, underscoring an apparent obsession.
Le complesse sospensioni multi-link di BMW comparvero solo nel 1989 sulla E31 coupé e poi sulla E38 “Seven” e sulla E39 “Five”. Ma la M5 E34, ancor prima dell’uscita della Mercedes 500 E, era equipaggiata di serie con ammortizzatori posteriori dotati di un meccanismo idraulico di autolivellamento per mantenere costanti gli angoli di campanatura e il gioco delle ruote.
The battle started with marketing strategies, with BMW delving into detailed market share comparisons across various professions. The ‘Propeller’ brand resonated more with middle managers, while the ‘Star’ found favor among top executives and freelancers. BMW also boasted of engineering feats, claiming a significant aerodynamic improvement over its predecessor and achieving a drag coefficient of 0.30, while preserving the iconic negative slant of its nostrils. It subtly suggested that these results could have been even better, hinting that competitors like Mercedes used narrower tires to achieve optimal figures.
La stirpe dei motori M5 viene tradizionalmente fatta risalire al “sei” M88 della BMW M1, anche se il vero capostipite fu la BMW 3.0 CSL. La versione M88/3 senza carter secco era destinata alla E28 M5 in Europa, mentre il primo motore etichettato S38B35 era la versione “catalitica” per l’America. I motori S38 della E34 ereditarono un blocco di ferro e una testa DOHC a 24 valvole.
BMW matched Mercedes’s innovative windshield wiper system that cleaned 86% of the glass by extending their wipers’ reach and adding a mechanism at the base to enhance blade adherence at low speeds. They also introduced a unique feature where pulling and holding the door handle activates a lock heater, a clever addition for colder climates.
From the folding rear headrests operated by servos instead of springs, to a more sophisticated traction control system that managed both traction loss and sudden deceleration, BMW seemed determined not only to compete but to lead in innovation. Each model’s new features aimed to outdo the other, with BMW continually refining its designs to respond to Mercedes’s advancements.
Il motore S38B36 (315 CV) della M5 pre-facelift aveva in realtà una cilindrata di 3535 cc, ma fu designato 3.6 per differenziarlo dal motore precedente con una cilindrata di 3453 cc sulla M5 E28.
Moreover, BMW’s catalog provided a rationale for the M5’s handling characteristics, indicating a deliberate tuning for neutral to slight understeer that could transition to oversteer when accelerating—perhaps a nod to the ‘drifty’ nature of the ‘124’.
This tit-for-tat rivalry not only pushed the boundaries of automotive technology but also highlighted the intense competitive spirit between the two brands. While the E34 briefly edged ahead of the W124, it fell short of replicating the ground-breaking impact of the twelve-cylinder E32. Despite sharing a platform with the ‘Seven’, the ‘Five’ was always in pursuit, adopting innovations like station wagon bodies, all-wheel drive, and enhanced safety features that echoed those pioneered by Mercedes. The BMW M5 remains a monument to this fierce rivalry, demonstrating how competition drives innovation and excellence in the automotive industry.
L’effetto Nürburgring significa che durante i test, la BMW M5 berlina con ammortizzatori adattivi EDC ha completato un percorso di diecimila chilometri non-stop sul “North Loop” del Nürburgring e ha registrato il miglior tempo di 8’45.3″ (su un tracciato di 20.832 km).
Three years ago, to mark the 30th anniversary of the Mercedes 500 E, Porsche’s press service released an interview with Michael Hölscher, the project leader for the Typ 2758. Hölscher’s subsequent podcast appearances shed further light on the development nuances of this iconic model. He clarified that the sedan’s layout, the selection of the engine and transmission from the 500 SL roadster, along with its design and aerodynamics, were all determined exclusively by Mercedes. Porsche was primarily tasked with the integration of these components into the W124 chassis, which had not been initially designed to house V8 engines.
This collaboration required significant adaptations, including the relocation of intake ducts, the rerouting of brake and fuel lines, adjustments to the central tunnel, a widening of the track, and the conducting of a comprehensive driving test program. Interestingly, Mercedes opted not to include Nürburgring tuning in this project, underscoring a scenario where the client’s specifications were paramount for Porsche.
Al Salone dell’automobile di Ginevra del 1989 avrebbe dovuto essere presentata una M5 cabriolet con carrozzeria E35, ma una settimana prima della prima, BMW temeva che avrebbe danneggiato la domanda di M3 aperta e cancellò il progetto. Il prototipo è stato presentato solo nel 2009.
A notable innovation from Zuffenhausen was the development of the electronic engine management system. Indeed, the 500 E was pioneering for both Mercedes and Porsche as it was the first vehicle equipped with a CAN-bus system.
Hölscher also debunked the myth that the 500 E couldn’t be accommodated on the Sindelfingen assembly line due to its excessively wide front fenders, which were rumored to have been designed by Porsche. He explained that these fenders were actually conceived by Mercedes designers, who were well aware of the constraints at the assembly line. The decision to not retrofit the Sindelfingen plant’s equipment for wider fenders but rather outsource certain production stages to Porsche was a cost-effective strategy. This raises an intriguing possibility: perhaps Mercedes intended for this special sedan to be assembled in a unique location, away from the standard production lines, much like BMW’s approach.
Nello stabilimento Porsche, le auto Mercedes venivano assemblate senza nastro trasportatore, su ascensori e carrelli. Il codice VIN di queste auto dovrebbe includere i numeri 124.036.
Ultimately, the Mercedes 500 E was assembled across three locations. Stamped body panels were trucked from Sindelfingen to Zuffenhausen where Porsche added parts and assembled them into frames in the Reutter Bau building—named after the historic Reutter Karosseriewerk, a body shop that worked with Ferdinand Porsche from 1906 and played a significant role in early Porsche car bodies. After the initial assembly, the frames were returned to Sindelfinden for painting and then back to Zuffenhausen for final assembly in the Rössle Bau plant, previously home to the Porsche 959 production.
I primi anni ’90, i prodotti finiti nello stabilimento di Zuffenhausen: diverse Porsche 964 e quaranta Mercedes sullo sfondo.
The logistical complexity of this process was considerable; it took 18 days to manufacture each vehicle. Despite this, the production process proved to be more efficient than that of the BMW M5. Mercedes initially planned for Porsche to produce ten cars daily, but due to overwhelming demand, production rates doubled.
Priced higher than the S-class at 135,000 Deutsche Marks, with a peak in demand and production in 1992, the 500 E soon transitioned into the E 500 as part of the 1993 facelift that transformed the entire “124” series into the E-class. Although the engineering remained the same, the price increase to 146,000 Marks led to a decline in sales, culminating in the cessation of production in 1995. However, the less powerful 400 E (later E 420) continued until 1996 in double the numbers.
La 10.000esima “Cinquecento” Mercedes è stata prodotta nell’ottobre 1994, già con l’indice E 500 rielaborato. Successivamente sono state assemblate altre 479 unità. L’auto fu regalata a Hans Herrmann, che corse per la Mercedes in Formula 1 negli anni ’50 e che nel 1970 vinse la prima Le Mans per la Porsche.
This project not only stabilized Porsche’s financial situation but also set the stage for future projects like the Audi RS2, where Porsche exerted a greater engineering influence. Michael Hölscher’s leadership extended beyond this project, contributing to the development of the Carrera GT and Porsche 918 Spyder before his retirement in 2016.
Mercedes, having recognized the lucrative nature of performance models through the 500 E project, decided in 1993 to keep this “caviar” of the auto business exclusive, leading to the release of the first Mercedes C 36 AMG and setting the stage for future high-performance innovations known well today.
Foto: BMW | Mercedes-Benz | Sergey Znaemsky
Questa è una traduzione. Potete leggere l’articolo originale qui: Эхо друг друга: как создавались BMW M5 и Mercedes-Benz 500 E из нашего ретротеста
Pubblicata June 20, 2024 • 20m to read
