This is the story of a meticulous restoration project, dedicated to bringing a 1950 Mercedes-Benz 170Va back to its former glory. This model, a post-war iteration of the original 170V introduced in 1937, holds a significant place in history, having served as the vehicle of choice for German regular Army officers during World War II. While more opulent Mercedes-Benz models were favored by SS officers, the 170Va was a robust and reliable machine, and this particular model, rescued from years of backyard neglect, was about to embark on a new journey.
Joe, a passionate Mercedes-Benz enthusiast, discovered this 170Va roughly two decades ago. The accompanying photographs offer a glimpse into its condition upon discovery. Despite years exposed to the elements, the car’s structure remained surprisingly sound. The sheet metal appeared to be in relatively good shape, offering a solid foundation for restoration.
While layers of dirt and faded paint testified to its age and neglect, the vehicle was complete and exhibited minimal rust. The interior upholstery had deteriorated significantly, but the underlying frames and springs were still structurally intact, hinting at the inherent durability of this classic Mercedes-Benz.
Considering its overall condition, the 170Va presented itself as a promising restoration candidate. This image provides a view of the car’s heart – a 4-cylinder flathead engine. Unfortunately, time had taken its toll, and the engine was found seized solid. Positioned above and behind the engine, mounted on the firewall, is the gravity-feed fuel tank, a characteristic feature of this era, supplying fuel to an updraft carburetor.
Driven by his passion for Mercedes-Benz and a vision for the 170Va’s potential, Joe embarked on a professional restoration journey aimed at achieving “nice driver” condition, rather than a concours-level showpiece. This approach focused on usability and roadworthiness, ensuring the car could be enjoyed on the road. The restoration process began with a complete dismantling, meticulous cleaning, and removal of all perishable materials. This revealed a significant challenge: extensive wood rot in the lower body sections.
As a coach-built vehicle, the Mercedes-Benz 170Va incorporated substantial amounts of wood in its body construction. The discovery of widespread rot necessitated extensive wood replacement, requiring skilled craftsmanship to recreate the complex shapes and structural integrity of the original components.
These images illustrate the scope of the body restoration. Notably, a container of West System Epoxy, a high-quality marine-grade epoxy, is visible, indicating its use in repairing and reinforcing the wooden framework. The recessed area on the firewall is designed to house the fuel tank, reflecting the car’s original design and layout.
Beyond the intricate bodywork, the restoration encompassed a complete overhaul of the braking system, ensuring safe and reliable operation. The engine, initially seized, received less extensive internal work. The focus was on freeing it, replacing essential electrical components, and performing necessary adjustments to the carburetor and timing. The aim was to get it running smoothly without a full, costly rebuild.
The Mercedes-Benz 170Va’s interior was revitalized with a new, period-correct yet modern upholstery, enhancing both aesthetics and comfort. A rich burgundy lacquer paint job was applied, capturing the classic elegance of the era. To complement the fresh paint, significant brightwork components were re-chromed, and a set of new tires completed the transformation. Finally, the car was entrusted to an electrical specialist for a complete rewiring, ensuring the electrical system was reliable and safe. Following this comprehensive restoration phase, the 170Va was placed into storage for approximately a decade.
My involvement began at the end of this storage period. Joe was ready to see the Mercedes-Benz 170Va back on the road and running smoothly. The immediate goal was to make the car driveable, leaving the decision to sell or keep it for later. However, the first hurdle emerged quickly: the engine had seized again. Despite two weeks of applying penetrating oils, the engine remained immobile. Attempts to rock the car in gear only resulted in sliding the rear wheels across the garage floor, highlighting the engine’s stubborn state.
The solution involved a more direct approach. Removing the cylinder head revealed the cause: likely due to improper head torquing during the previous restoration, the gasket had failed, allowing water and antifreeze to seep into the front cylinders. This had caused severe rust damage to two valves in the sidevalve engine. Another week of penetrating oil treatments, this time using Kroil, a highly effective brand recommended by a friend named Harold, combined with gentle tapping on the piston tops, eventually yielded slight movement. This breakthrough was encouraging. With continued effort, the engine began to turn freely enough to commence further work.
To address the cylinder damage, a honing process was undertaken, removing approximately 90% of the rust. However, some pitting remained in two cylinders, and cylinder number two exhibited a noticeable vertical scratch. While a full engine overhaul at a machine shop was recommended for optimal performance, Joe opted to proceed without it due to cost considerations, accepting a degree of oil consumption and smoke as a trade-off.
Following cylinder polishing, the focus shifted to the valves. Replacement valves were available from Germany, but at a considerable expense and lead time. To save costs, the original valves were removed and sent to a local machine shop for resurfacing. Although the rust damage had thinned the valves, they were deemed serviceable for the intended use of the car. The valve seats, integrated into the engine block of this sidevalve engine, presented another challenge. Fortunately, Harold once again provided invaluable assistance, lending an antique valve seat grinding kit acquired from a closed Studebaker dealership. This allowed for the resurfacing of the valve seats, ensuring they were functional, albeit thinner than ideal. With the valves and seats addressed, the engine was reassembled, and valve adjustments were made in anticipation of the first start attempt.
The next issue to surface was a high starter current draw. Testing revealed a draw of over 375 amps, significantly exceeding the 250 amps specified in the service manual. Even with a 12-volt jump start (a 6-volt battery was not yet available), the starter struggled to turn the engine. Reviewing notes from the previous restoration revealed a mention of a defective starter requiring overhaul. After removing the starter, cleaning, and lubricating it, no obvious electrical faults were found. Despite lacking specialized test equipment, reinstallation, combined with the 12-volt jump, resulted in acceptable engine cranking speed.
The restoration notes also indicated that the carburetor was deemed irreparable and in need of replacement – another costly component sourced from Germany. Despite lacking experience with updraft carburetors, its seemingly simple design encouraged an attempt at repair. The carburetor was thoroughly cleaned, new gaskets were fabricated, and all passages and jets were inspected and cleared. Confidence in its functionality was high. With minor work on the distributor and the installation of new spark plugs, the engine was ready for its first start attempt, still relying on the 12-volt jump. An oil change, fan belt replacement, and coolant system refill followed.
Initial engine runs were short-lived, with the engine stalling after a few minutes, indicating fuel starvation. After troubleshooting, the fuel tank emerged as the culprit. This gravity-feed system, with the tank mounted high on the firewall, was plagued by internal rust and debris. The tank required removal and cleaning multiple times. A fitting at the tank’s bottom, feeding fuel to the carburetor, had been improperly soldered, causing a slow fuel leak. Further investigation revealed that the carburetor had been incorrectly reassembled during the previous restoration. Excessive fuel consumption was initially puzzling – gallons of fuel seemed to vanish overnight without apparent leaks. Eventually, a slow fuel drip was discovered emanating from the carburetor, escaping through a relief hole in the belly pan. The mystery was solved: a missing gasket in the main jet assembly was allowing fuel to leak out when the car’s front end was elevated. Fabricating and installing a new gasket rectified the fuel leak issue.
With the engine running reliably, attention turned to the braking system. Ten years of storage had taken their toll. All brake cylinders, including the master cylinder, were beyond honing. The entire system was removed and sent to Whitepost, a specialist in brake system restoration, for brass sleeving. The flexible brake hoses had also deteriorated and required replacement. Numerous fittings were rusted solid, leading to twisted steel lines during hose removal, necessitating replacement of those lines as well. The most challenging aspect was removing the master cylinder, located in an almost inaccessible position. Adding to the difficulty, SAE bolts and nuts had been used in its mounting, requiring a frustrating and knuckle-busting removal process.
With the Mercedes-Benz 170Va now running and stopping, focus shifted to final details. Various trim pieces, carefully stored by Joe, were installed. A locksmith was found to create a new ignition key, as the original had been lost. Concerns about battery availability were dispelled when an industrial 19L 6-volt battery was found to fit perfectly under the driver’s seat. Research also indicated that a Volkswagen 6-volt battery would be a suitable alternative.
With these milestones achieved, an invitation arrived to showcase the Mercedes-Benz 170Va at the local Jaguar Club’s annual car show. This event, held on May 22, 2004, and supported by the local Jaguar and Mercedes-Benz dealer, provided a perfect opportunity to display the restored classic. While not officially entered in the show, the 170Va was welcomed as a special interest guest.
The Mercedes-Benz dealer, who also represented Jaguar, expressed significant interest in the 170Va, inviting it to be parked prominently on the lawn in front of their showroom. This prime location placed it alongside a CS 55 AMG and a new Maybach, as well as other luxury models like SL500 and SL600 roadsters.
Front View beside the SL500, a modern counterpart from Mercedes-benz Of Col. Another angle showcasing the classic Mercedes-Benz 170Va next to the contemporary SL500.
The powerful CS55 AMG in the background, representing the performance lineage of Mercedes-Benz of Col. Rear view of the 170Va alongside the SL500, highlighting the evolution of Mercedes-Benz design.
The night before the show, the 170Va was strategically positioned between a new SL500 and an SL600 in front of the showroom. For security, the radiator star emblem was removed, as these valuable items were prone to theft. The dealership generously offered overnight storage in their service department, where they charged the battery, tightened spark plugs, and attended to other minor details, ensuring the car was in top condition for the show.
Inside the showroom, a Maybach luxury vehicle, exemplifying the high-end offerings at Mercedes-Benz of Col. Left side view of the Mercedes-Benz 170Va on the dealership lawn, ready for display.
Right side of the 170Va with the prominent Mercedes-Benz dealership sign in the background, associating the classic car with Mercedes-Benz of Col. Driver’s side door open, offering a glimpse into the meticulously restored interior.
The Mercedes-Benz dealership provides a backdrop for the classic 170Va at the Jaguar show, demonstrating the dealership’s broad automotive interest. Rear view of the 170Va with the Jaguar show visible in the background, showcasing the car’s appeal across different automotive communities.
On the day of the Jaguar show, the radiator star was proudly reinstalled. The dealership positioned the 170Va on the front lawn, directly beneath the large Mercedes-Benz sign, in front of the new car showroom. Despite being across the street from the main Jaguar show, the classic Mercedes-Benz attracted significant attention, rivaling many of the show cars. Joe was understandably proud of the car’s reception.
A Jaguar MkIV Drophead Coupe, a notable entry at the Jaguar show, highlighting the diversity of classic cars appreciated at the event. Front view of the Jaguar MkIV, a beautifully preserved example of British automotive history.
The Jaguar show photos serve as a testament to the event occurring concurrently.
Tragically, Joe passed away unexpectedly from a heart attack on October 20, 2004. The future of the Mercedes-Benz 170Va became uncertain. While completing the restoration became secondary, the loss of a long-time friend was deeply felt. The opportunity to collaborate on this project and earn Joe’s trust was a cherished experience.
Joe’s family, not sharing his passion for the car, entrusted Harold with its sale. Harold, also the president of the Jaguar club, had a strong relationship with the Mercedes-Benz dealership. He approached them, reminding them of the 170Va’s prominent display during the Jaguar show. The dealership expressed interest, recalling the car and offering to retrieve it.
Harold and I decided to deliver the car personally. After charging the battery, we prepared for a 12-mile drive to the dealership. Despite the car’s limited recent use and known issues – the high-draw starter and rust in the fuel tank – we opted to drive it. A 12-volt jump start was required, but the engine ran smoothly afterward.
Two miles into the journey, rust from the fuel tank clogged the fuel line. A quick fix involved disconnecting the fuel filter and blowing compressed air into the line to dislodge the blockage. The journey continued uneventfully for another six miles. However, while stopped at a busy intersection, a sudden steam eruption from under the hood signaled a coolant leak, drenching the distributor and stalling the engine. Harold, following behind, helped manage traffic, and the car was rolled to a side street. The tow dolly was retrieved, and the Mercedes-Benz 170Va was returned to storage for further investigation. Despite thorough examination, the exact cause of the coolant leak remained elusive, although a faulty thermostat was suspected.
Undeterred, a second delivery attempt was planned. This time, towing was chosen for most of the distance, with a short drive for the final block. A modification was made to the fuel tank outlet, raising the fuel intake point slightly above the tank bottom to minimize rust clogging.
This delivery attempt was successful. The car was parked in front of the dealership showroom once more. The following Monday, dealership staff attempted to start the car, only to find it out of fuel. During refueling, some fuel spilled onto the tank and seeped into the car’s interior, dripping onto the transmission tunnel.
Further inspection revealed a more significant fuel tank issue: pinholes and a soft spot caused by internal rust. Removal and repair were necessary. Soldering was deemed insufficient due to the extent of the rust, so the tank bottom was patched with PC-7 epoxy, a durable solution intended as a temporary fix. A tank replacement or lining was recommended for long-term reliability.
Following the fuel tank repair, the Mercedes-Benz 170Va was thoroughly detailed and moved into the showroom two weeks before Christmas. It was placed in impressive company, alongside a new SL600 Biturbo and a meticulously restored 300SL Gullwing, once owned by Clark Gable. Joe’s vision of seeing the car admired in such a setting had been realized.
The Mercedes-Benz dealer, recognizing the car’s showroom appeal, made an offer to purchase it. When not on display, the 170Va would likely become part of the dealership’s museum collection, or perhaps enjoyed by the owners for occasional drives. Here it is, in the showroom, next to the Christmas tree, a classic beauty showcased by Mercedes-Benz of Col.
Clark Gable’s 300SL Gullwing coupe, a silver icon of automotive history, on display at Mercedes-Benz of Col alongside the restored 170Va.
In February, the story continued. The new owners desired to drive the car, but the persistent starting issue made it impractical. The starter’s high current draw remained a problem, often requiring a 12-volt jump.
The starter was removed again and taken to a specialized repair shop. Bench testing confirmed a slightly elevated current draw, but not enough to explain the starting difficulties. The expert recommended upgrading to heavier gauge cables and ensuring clean connections before considering a starter rewind.
Following this advice, new 2/0 gauge cables with soldered ends were fabricated and installed. Paint on the starter case and bell housing mounting points was meticulously removed to ensure good electrical grounding. Ground straps were cleaned and secured. The foot-actuated starter mechanism’s heavy copper contacts were cleaned and optimized for better contact. With these improvements, the Mercedes-Benz 170Va starter performed flawlessly, starting the engine reliably with the first few revolutions. The starting problem was resolved, and a costly starter rewind was avoided, marking a successful conclusion to this restoration chapter at Mercedes-Benz of Col.
