Thirty years after its debut at the 1990 Paris Motor Show, the Mercedes-Benz 500 E remains an icon, blending the luxury of a touring sedan with the raw power of a sports car. Launched in the spring of 1991, this classic car has now achieved legendary status. To commemorate its 30th anniversary, the Porsche Museum invited two key figures from its development team to retrace the exciting journey of its creation.
Michael Hölscher, the Project Manager for Development, and Michael Mönig, from Prototype Management, hadn’t been behind the wheel of the 500 E in almost three decades. Now, they embarked on a 100-kilometer journey, a nostalgic route through Zuffenhausen, Weissach, and Sindelfingen. Their trip began and concluded at the Porsche Museum in Zuffenhausen, where the 500 E awaited them, its Sapphire Black Metallic (color code 009) exterior reflecting the museum’s mirrored ceiling. The interior was a testament to its era, featuring leather, wood trim, vibrant door panels, electrically adjustable sport seats, and a classic cassette radio.
“Looking at the 500 E today, it’s almost unbelievable that such a perfect design was achieved 30 years ago without the aid of CAD data. I have immense respect for the vision of our colleagues in the body shop,” remarked Hölscher, admiring the sedan like an old friend. Both he and Mönig examined the car closely, pointing out the pronounced fenders – a key visual differentiator between the 500 E and standard production models of the W124 series. These wider fenders hinted at the high-performance heart lurking beneath the sophisticated exterior.
The genesis of this automotive icon can be traced back to 1988 when Daimler-Benz AG in Untertürkheim, Stuttgart, awarded Porsche AG the development contract. The technical specifications were clear: “design and experimental series development of the base type W124.” The objective was to equip the W124 chassis with the potent five-liter V8 four-valve engine borrowed from the Mercedes-Benz 500 SL. By April 1995, a total of 10,479 units of the 500 E were manufactured. Notably, all were four-seaters, a consequence of the substantial size of the differential, which left no room for seat suspension in the center of the rear bench. This design choice further emphasized the car’s performance-oriented nature, prioritizing engineering over maximizing passenger capacity.
The Superior Touring Car Experience
The 500 E remains etched in the memories of both men as a remarkable vehicle. Hölscher recounted a memorable trip to Lake Constance thirty years prior: “I drove to Lake Constance with three colleagues. We spent the entire journey in conversation. Suddenly, one of them glanced at the speedometer and was shocked to see it reading 250 km/h. We had fine-tuned the chassis, brakes, and engine to such a degree that a phenomenal driving experience was guaranteed.” They reminisced about the extensive debates surrounding the braking system. During the prototype phase, the team decided to install more robust brakes than those found on the standard W124 to ensure optimal braking performance and safety befitting the car’s enhanced power.
Powered by a standard four-speed automatic gearbox, the 500 E delivered exhilarating performance figures. Depending on the model year, it could accelerate from 0 to 100 km/h in a mere 6.1 seconds, boasting 326 horsepower (240 kW) and a peak torque of 480 Newton meters. Its top speed was electronically governed at 250 km/h. Mönig described the 500 E as, “Plenty of power, yet understated, both dynamic and luxurious. The 500 E isn’t a flashy car. It embodies pure understatement, catching attention only upon closer inspection,” highlighting its subtle yet potent character as the flagship model of its series. Their journey then took them to the second stop – the former Reutter building – a short distance from the Porsche Museum, a location steeped in the 500 E’s production story.
The Reutter Building: Home to the 500 E Body Assembly Line
“This order was crucial for us, ensuring optimal capacity utilization in Zuffenhausen and Weissach,” Hölscher recalled, leaning against the brick wall of the former Reutter building. From 1990 onwards, the 500 E bodies were assembled within these walls, in the Reutter building of Werk 2 in Zuffenhausen. This facility, vacant at the time, provided ample space to establish a dedicated body assembly line for the Mercedes-Benz 500 E project.
The production process was meticulously orchestrated. Mercedes-Benz supplied body parts from Sindelfingen to Zuffenhausen. At Werk 2, the Porsche team assembled the bodies using these components along with in-house manufactured parts, including the distinctive front fenders. The assembled bodies were then transported back to Sindelfingen for painting. Following the paintwork, the cars returned to the Rössle Bau in Zuffenhausen for final assembly and engine installation. Each 500 E underwent an 18-day production cycle, traversing the route between Zuffenhausen and Sindelfingen twice. “Logistically, transporting vehicle parts back and forth presented a significant challenge. Ensuring the right parts arrived at the correct location at the precise time was paramount,” Hölscher explained, emphasizing the complex coordination required for this unique production arrangement.
Project Launch Amidst a Crisis
The timing of this collaboration between the two Stuttgart-based automotive giants proved to be exceptionally fortuitous. Porsche was navigating a challenging period marked by declining export revenues, decreased production, and predominantly negative key performance indicators. “One crucial lesson from the 500 E project during those difficult times was to embrace every challenge. Orders like these allowed us to retain our skilled team,” Hölscher reflected, who dedicated his career to Porsche from 1982 until his retirement in 2016. Initially, Porsche produced ten vehicles per day, but due to strong demand, production was quickly ramped up to 20 units daily. “Here we stand at counting point 0, the birthplace of the 500 E,” Mönig stated, pinpointing the starting point of the assembly line. The installation of the chassis, gearbox, and engine – the “marriage” – occurred at counting point 4, while counting point 8 signified vehicle delivery.
Witnessing the 500 E enter series production remains a career highlight for both men. Visiting the former Reutter building evoked strong memories. Hölscher shared, “The 500 E was the first project I oversaw that reached series production. Three decades later, it feels like I’m watching the vehicles roll off the line again.” He fondly recalled the autonomy granted to his team, allowing them to work with considerable initiative. Beyond their shared passion for cars and motorcycles, Hölscher reflected on his bond with Mönig: “We met through the 500 E project and subsequently collaborated on numerous other projects. It was a significant and pivotal part of my professional life.”
Astonishing Performance and Handling
In the late 1980s, Daimler-Benz AG entrusted Porsche with the 500 E development because their own production capacity for the W124 series in Sindelfingen was constrained. The 500 E’s wider body, which later led to its renaming as the E 500 during a model update, made in-house production impractical. Modifying their existing production equipment wasn’t financially viable for the limited production run. The design philosophy for the 500 E was clear: it should resemble a standard W124 at first glance yet establish unprecedented benchmarks in performance – a high-performance sedan unlike any seen before, specifically for discerning enthusiasts. It was 56 millimeters wider and 23 mm lower than the base W124. Within Porsche, the 500 E project was internally designated “Project 2758”.
Mönig, a Porsche veteran of over 35 years who spearheaded the 500 E prototype construction, took the driver’s seat, first listening to Hölscher’s driving impressions: “Thirty years have passed, and the automotive industry has evolved immensely, yet the 500 E remains remarkably relevant. Its handling is superb. The acceleration is outstanding, the brakes are exceptional, and driving this car, with its dynamic character, is an absolute pleasure. I truly appreciate the refined and understated sound of the eight-cylinder engine.”
Upon reaching the Weissach Development Center, Hölscher parked in front of the “hexagon,” formerly the design engineering office and one of the first buildings at the site, marking their third stop. “Being here feels like returning home,” he said, handing the keys to Mönig for the remainder of their journey.
Modified Headlights for Enhanced Air Intake
Weissach was the epicenter of the 500 E development work in the late 1980s. Mönig and his team manually converted the first 14 base vehicles there. From the 15th vehicle onward, assembly shifted to Building 1, the prototype construction facility at the time, utilizing newly designed body shell components and modified series production parts. The production of these demonstration vehicles played a crucial role in Mercedes-Benz’s decision to proceed with series production. “We planned the 500 E development here and worked diligently to accommodate the large engine within the relatively compact vehicle,” Hölscher recounted. To optimize weight distribution, the battery was relocated from the engine compartment to the rear right of the luggage compartment. Significant modifications were made to the brake and exhaust systems, and the front and rear fenders and bumper trim were redesigned. The eight-cylinder engine drew air through the gaps surrounding the two headlights, ensuring ample airflow. Porsche assumed responsibility for approximately 90 percent of the development work required for integrating the powertrain and vehicle components, highlighting their deep involvement in the project.
The journey continued from Weissach to Sindelfingen, their fourth stop. Mönig, behind the wheel, appeared deeply impressed. “The acceleration is incredible. I have only positive memories of this vehicle, as I was entrusted with significant responsibility as a young engineer. The 500 E was and remains my favorite project,” he concluded. Mönig passionately described the sensation of lightness behind the wheel, the palpable power, and the superior driving experience. He and his colleagues from Prototype Construction spent numerous weekends in Sindelfingen. Their collective dedication was instrumental in overcoming delays in the tight project timeline. “The collaboration with our Mercedes-Benz colleagues was characterized by mutual respect, focus, and equality, driven by a shared desire for success,” he recalled. A defining moment for him was the first day driving to the Sindelfingen site with his team and a multitude of prototype parts. “That was truly special.”
On the return journey to Zuffenhausen, Mönig simply savored the V8 engine’s sound with the window slightly open. Later, after parking the 500 E back in the museum workshop, he would have much more to say about the superior performance that continues to define the 500 E, even three decades later. For now, he simply relished the feeling of driving this iconic piece of automotive history.
