The Mercedes-Benz 500 E, a car that debuted at the Paris Motor Show in 1990 and went on sale in the spring of 1991, quickly became an icon. It masterfully blended the luxurious comfort of a touring sedan with the exhilarating performance of a sports car. As this automotive marvel celebrated its 30th anniversary and cemented its classic status, the Porsche Museum dispatched two key figures from its development team on a nostalgic journey. Their mission: to revisit the fascinating story of the 500 E’s creation, a tale deeply intertwined with Porsche’s engineering expertise.
Michael Hölscher, the Project Manager for Development, and Michael Mönig, from Prototype Management, hadn’t been behind the wheel of a 500 E in nearly three decades. This time, their journey was a 100-kilometer loop, starting and ending at the Porsche Museum, taking them through Zuffenhausen, Weissach, and Sindelfingen – key locations in the 500 E’s history. Awaiting them at the museum was a 500 E, gleaming in Sapphire Black Metallic, its reflection mirrored in the museum’s striking ceiling. The interior, a testament to early 90s luxury, featured leather, wood trim, vibrant door panels, electrically adjustable sports seats, and a classic cassette radio.
“Looking at this car today, it’s almost unbelievable that such a perfect design could emerge 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, examining the sedan like an old friend. Both he and Mönig circled the car, their admiration evident as they pointed out the pronounced fenders – a defining characteristic that set the 500 E apart from the standard Mercedes-Benz 124 series models.
The Genesis of a Performance Icon: Porsche’s Development Role
The story of the Porsche Mercedes 500e begins in 1988 when Daimler-Benz AG, based in Untertürkheim, commissioned Porsche AG to develop a special version of the W124 series. The technical brief was clear: create a “design and experimental series development of the base type W124” that would house the powerful five-liter V8 four-valve engine from the Mercedes-Benz 500 SL. Between 1990 and April 1995, a total of 10,479 units of this remarkable vehicle were produced. Notably, all were four-seaters due to the size of the differential, which left no space for seat suspension in the center of the rear bench.
Engineering a Superior Touring Experience
The memories of the 500 E remain vivid for both Hölscher and Mönig. “Thirty years ago, I drove to Lake Constance with three colleagues in a 500 E. We were engrossed in conversation the entire journey. At one point, someone glanced at the speedometer and was shocked to see it registering 250 km/h. We had meticulously fine-tuned the chassis, brakes, and engine to create an exceptional driving experience,” Hölscher reminisced. Braking performance was a key point of discussion during development. The team ultimately decided to equip the prototype with more robust brakes than the standard W124 to ensure optimal stopping power and balance.
Equipped with a standard four-speed automatic gearbox, the 500 E could accelerate from 0 to 100 km/h in a mere 6.1 seconds, boasting 326 PS (240 kW) and a maximum torque of 480 Newton meters, depending on the model year. Its top speed was electronically limited to 250 km/h. “It offered abundant power without being flashy, a blend of dynamism and luxury. The 500 E is understated elegance, capturing attention only upon closer inspection,” Mönig described the flagship model. Their journey then took them to their next stop, the former Reutter building, a stone’s throw from the Porsche Museum.
Reutter Building: The Birthplace of the 500 E’s Body
“This order was crucial for us, ensuring consistent workload at both Zuffenhausen and Weissach,” Hölscher explained, leaning against the brick wall of the former Reutter building. From 1990 onwards, the 500 E bodies were assembled here, in the Reutter building within Werk 2 in Zuffenhausen. This building, vacant at the time, provided ample space for a dedicated body assembly line for the 500 E.
The production process was meticulously orchestrated. Mercedes-Benz supplied body panels 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 widened front fenders. The assembled bodies were then transported back to Sindelfingen for painting. Following painting, the cars returned to the Rössle Bau in Zuffenhausen for final assembly and engine installation. Each 500 E underwent an 18-day production cycle, traveling between Zuffenhausen and Sindelfingen twice. “Logistically, shuttling parts back and forth was a significant challenge. Ensuring parts arrived at the right place at the right time was critical,” Hölscher detailed.
A Project Launched Amidst Crisis: Porsche’s Resilience
The collaboration between Mercedes-Benz and Porsche was timely. Porsche was facing economic headwinds due to declining export revenues, reduced production, and concerning key performance indicators. “One key takeaway from the 500 E project during those challenging times was the importance of embracing every opportunity. Orders like these allowed us to retain our skilled team,” recalled Hölscher, who dedicated his career to Porsche from 1982 to 2016. Initially, production started at ten vehicles per day, but strong demand quickly led to an increase to 20 units daily. “We are now at counting point 0, the birthplace of the 500 E,” Mönig pointed out. The “marriage” – installation of the chassis, gearbox, and engine – occurred at point 4, while delivery was counting point 8.
Witnessing the 500 E enter series production was a highlight for both engineers. Visiting the former Reutter building evoked strong memories. Hölscher reflected, “The 500 E was the first project under my responsibility that reached series production. Three decades later, it feels like watching the cars roll off the assembly line again.” He also fondly remembered the autonomy his team enjoyed during the project. Beyond their shared passion for cars and motorcycles, Hölscher emphasized his bond with Mönig: “We met during the 500 E project and collaborated on numerous projects afterward. It was a significant and important chapter in my life.”
Astonishing Performance: A Benchmark Sedan
In the late 1980s, Daimler-Benz AG contracted Porsche as a development service provider because their own production facilities for the 124 series in Sindelfingen were insufficient to accommodate the wider body of the 500 E. Later rebranded as the E 500 during a model update, the 500 E was too wide for Mercedes-Benz’s existing production line. Re-tooling the line was deemed uneconomical for the relatively limited production run. The goal was for the 500 E to outwardly resemble a standard W124 while setting unprecedented performance standards – a high-performance sedan unlike any seen before, designed 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 oversaw the 500 E prototype construction, took the driver’s seat, but first, he listened to Hölscher’s driving impressions. “Thirty years have passed, and the automotive industry has evolved significantly, yet the 500 E remains incredibly relevant. Its handling is superb. Acceleration is excellent, braking is outstanding, and the dynamic character makes it a joy to drive. I especially appreciate the refined and subtle sound of the eight-cylinder engine.”
Upon reaching the Weissach Development Centre, Hölscher parked in front of the “hexagon,” the former design engineering office, one of the site’s original buildings and their third stop. “Being here feels like returning home,” he said, handing the keys to Mönig for the remainder of their journey.
Weissach: Refining Performance and Integration
Weissach was where Mönig’s team conducted all the 500 E development work in the late 1980s. They manually converted the first 14 base vehicles there. From the 15th vehicle onward, assembly shifted to Building 1, the prototype construction building at the time, utilizing newly designed body shell parts and modified series components. The demonstration vehicles produced here convinced Mercedes-Benz to proceed with series production. “We planned the 500 E’s development here and worked diligently to fit the large engine into 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 area. The brake and exhaust systems underwent significant revisions, and the fenders and bumper trim were redesigned front and rear. The eight-cylinder engine drew air through the gaps surrounding the headlights for enhanced cooling. With a 90 percent development share, Porsche was responsible for the vast majority of the engineering required to integrate the powertrain and vehicle components.
The journey continued from Weissach to Sindelfingen, their fourth stop. Mönig, behind the wheel, expressed his enthusiasm. “The acceleration is incredible. I have only positive memories of this car, especially as a young engineer given significant responsibility. The 500 E was and remains my favorite project,” he affirmed. Mönig spoke passionately about the feeling of lightness, the palpable power, and the superior driving experience. He and his Prototype Construction team spent numerous weekends in Sindelfingen, working tirelessly to overcome delays in the tight project timeline. “The collaboration with Mercedes-Benz colleagues was respectful, focused, and equitable, driven by a shared desire for success,” he recalled. A defining moment for him was the first day driving to Sindelfingen with his team and a truckload of prototype parts. “That was truly special.”
On the return journey to Zuffenhausen, Mönig simply enjoyed the V8 engine’s sound with the window slightly open. Later, after parking the 500 E in the museum workshop, he would have much more to say about the enduring performance that continues to define the 500 E three decades later. For now, he simply savored the drive.
