German ambition in the late 1930s stretched beyond military and political spheres; it also aimed to dominate world records, including land speed. Hans Stuck, a renowned German auto racer, harbored a fervent dream: to seize the world land speed record for Germany and himself. In 1937, Stuck successfully pitched his ambitious project to Wilhelm Kissel, Chairman of Daimler-Benz AG, convincing him to task Mercedes-Benz with developing and constructing the record-breaking vehicle. The design was entrusted to the brilliant mind of Dr. Ferdinand Porsche. Adding another layer of significance, Stuck secured approval from Adolf Hitler himself, who envisioned the record as a potent propaganda tool, showcasing Germany’s perceived technological supremacy on the global stage. This confluence of racing ambition, engineering excellence, and political opportunism gave birth to the Mercedes-Benz T80.
The Type 80’s Lofty Aspirations and Engineering Prowess
Officially designated the Mercedes-Benz T80, or Type 80, this vehicle was conceived with audacious speed targets. Dr. Porsche’s initial design aimed for 342 mph (550 km/h), predicated on a formidable 2,000 hp (1,490 kW) engine. However, as rival record attempts pushed the boundaries, the T80’s speed aspirations were recalibrated upwards. Mercedes-Benz engineers squeezed more power from the engine, and by 1939, as the T80 neared completion, the target speed for its record run was an astounding 373 mph (600 km/h), anticipated to be achieved after a 3.7-mile (6 km) acceleration run.
The T80 project was a significant financial undertaking, costing 600,000 Reichsmarks, equivalent to approximately $4 million USD today. To achieve the targeted velocity, aerodynamic efficiency was paramount. Josef Mikcl, an aerodynamics specialist, played a crucial role in streamlining the car’s body, which was meticulously crafted by aircraft manufacturer Heinkel Flugzeugwerke. The T80 incorporated several advanced aerodynamic features for its time, including a Porsche-designed enclosed cockpit, a low-sloping hood to minimize frontal area, and rounded fenders to reduce drag. Notably, the rear wheels were encased within elongated tail fins, a design element intended to enhance stability at extreme speeds. Furthermore, two small wings positioned at the mid-section of the car generated downforce, further contributing to stability and control. This heavily streamlined, twin-tailed body achieved a remarkably low drag coefficient of just 0.18, a figure that remains impressive even by modern aerodynamic standards.
Powering this land speed behemoth was a massive 2,717 cu in (44.5 L) Daimler-Benz DB 603 inverted V-12 aircraft engine. This engine, a prototype initially provided by Ernst Udet, director of Germany’s Aircraft Procurement and Supply, was specifically tuned for the T80. The supercharged DB 603 engine, equipped with mechanical fuel injection, was meticulously engineered to produce a staggering 3,000 hp (2,240 kW). It ran on a specialized, high-performance fuel mixture consisting of methyl alcohol, benzene, ethanol, acetone, nitrobenzene, avgas, and ether, with MW (methanol-water) injection employed for charge cooling and detonation suppression.
The immense power generated by the DB 603 engine was transmitted to all four drive wheels across the two rear axles via a hydraulic torque converter and a single-speed final drive. To maintain crucial traction at record-breaking speeds, the T80 was equipped with a mechanical “anti-spin control” device. This innovative system utilized sensors on both the front and rear wheels to detect wheelspin. If the rear wheels began to rotate faster than the front wheels, the system would automatically reduce fuel flow to the engine, mitigating wheelspin and maximizing grip.
Dimensions, Nationalistic Branding, and the Planned Autobahn Record Attempt
The sheer scale of the Mercedes-Benz T80 was imposing. It measured 26 ft 8 in (8.128 m) in length and stood 4 ft 1 in (1.245 m) tall. The body width was 5 ft 9 in (1.753 m), expanding to 10 ft 6 in (3.20 m) when including the downforce wings. All six wheels were substantial 7 in x 32 in units, with a track width of 4 ft 3 in (1.295 m). Despite its size, the vehicle was relatively lightweight for its purpose, weighing approximately 6,390 lb (2,900 kg).
Adding to the nationalistic fervor surrounding the project, Hitler unofficially nicknamed the T80 “Schwarzer Vogel” (Black Bird). The vehicle was intended to be painted in German national colors and adorned with the German Eagle and Swastika, symbols of national pride and Nazi ideology. Hans Stuck was slated to pilot the T80 on a specially prepared section of the Dessau Autobahn (now part of the modern A9 Autobahn). This stretch of highway was widened to 82 ft (25 m) and extended for 6.2 miles (10 km), with the median paved over to create a wide, smooth surface for the record attempt. The record attempt was scheduled for January 1940, intended to be Germany’s first absolute land speed record endeavor.
War Intervenes, and the T80 Remains Untested
However, the grand ambition of the Mercedes-Benz T80 was tragically curtailed by the outbreak of World War II. The impending global conflict brought the project to an abrupt halt. The T80’s final touches were never completed, and it never had the chance to run under its own immense power. With the record attempt canceled, the T80 was relegated to storage. In late February 1940, the valuable DB 603 engine was removed, and the vehicle itself was stored in Karnten, Austria, for the duration of the war, hidden from the conflict but also from the world. The Mercedes-Benz T80 remained largely unknown outside of Germany until its discovery by the Allied forces after World War II.
Remarkably, the T80 survived the war relatively unscathed. It was eventually moved to the Mercedes-Benz Museum in Stuttgart, where it became a permanent exhibit in the Silver Arrows – Races & Records Legend room. (Currently, the T80’s body is on display, while the chassis is kept in storage at a museum warehouse.)
A Missed Record and Lasting Legacy
While the Mercedes-Benz T80 never had the opportunity to prove its record-breaking potential, its theoretical capabilities and engineering significance remain noteworthy. On 16 September 1947, John Cobb achieved a speed of 394.19 mph (634.39 km/h) in the twin Napier Lion-powered Railton Mobil Special, finally surpassing the T80’s calculated Autobahn record run speed target. However, upon discovering the T80 after the war, Allied forces were quoted an estimated top speed of 465 mph (750 km/h) for the German vehicle. Had the T80 been capable of this astounding speed, its record would have remained unchallenged until 1964, when Craig Breedlove reached 468.72 mph (754.33 km/h) in the jet-powered Spirit of America. Even today, the Mercedes-Benz T80 would still hold the distinction of being the fastest piston-engined, wheel-driven vehicle ever created, a testament to its ambitious engineering and the era’s relentless pursuit of speed.
OFFICIAL PRESS RELEASE: The Mercedes-Benz T 80 World Record Project Car
The Mercedes-Benz T 80 world record project car was indeed the brainchild of the determined racing driver Hans Stuck, driven by his ambition to break the absolute world land speed record. Stuck’s vision materialized through collaboration with three pivotal figures: Wilhelm Kissel, Chairman of the Board of Management of Daimler-Benz AG; the engineering genius Ferdinand Porsche; and air force general Ernst Udet. Throughout the 1930s, each of these individuals contributed significantly to the project’s progression. The saga of the Mercedes-Benz T 80 is a testament to the endurance of designers and aerodynamicists, commencing in 1936 and culminating in 1940, albeit without the T 80 ever realizing its intended purpose on a record attempt.
The overarching objective shared by all involved was to attain a speed previously unattained by any land-based vehicle. This ambition was amplified by the context of the era, as British drivers consistently shattered speed records at Daytona Beach and the Bonneville Salt Flats. Malcolm Campbell reached 484.62 km/h in “Blue Bird” in 1935. George Eyston surpassed 500 km/h with “Thunderbolt” in 1937 (502.11 km/h). Just before the T80 was slated to run, John Cobb set a new benchmark of 595.04 km/h with “Railton Special” in 1939. Consequently, the initial target speed of 550 km/h for the T80 was revised upwards, first to 600 km/h and ultimately to 650 km/h, reflecting the escalating race for the land speed record.
A Silver Arrow Aiming for a New Record
Success with the T80 project would have added another illustrious chapter to Mercedes-Benz’s storied history of speed records. A highlight to that point was Rudolf Caracciola’s public road speed record of 432.7 km/h achieved on the autobahn near Darmstadt in 1938 with the record-breaking Mercedes-Benz W 125. Nevertheless, the T 80 project faced internal skepticism within Mercedes-Benz. This was partly due to Hans Stuck’s own background; as a Grand Prix racing driver, he had competed for Auto Union throughout the 1930s. Company decision-makers questioned public perception of engaging a competitor’s driver for such a prestigious record attempt. Some within Mercedes-Benz felt it would be more appropriate to entrust works driver Rudolf Caracciola with the record attempt, given his established association with the brand.
However, Stuck also had historical ties to Mercedes-Benz. In 1931 and 1932, he had raced with considerable success for Mercedes-Benz, driving a Mercedes-Benz SSKL. His victories included the International Alpine Championship and the Brazilian hill-racing championship in 1932. By 1936, Stuck leveraged his earlier Mercedes-Benz connections.
Through his Auto Union racing network, Stuck connected with designer Ferdinand Porsche. Porsche’s P-vehicle concept had been the foundation for Auto Union’s Grand Prix racing cars from 1934 to 1936. Furthermore, Stuck’s acquaintance with flying ace Ernst Udet dated back to the 1920s, when they had competed against each other in events like ice races on Lake Eib.
The Telegram to Stuttgart Initiating the Project
What fueled Stuck’s determination to break the absolute world land speed record? A key factor was likely his Auto Union teammate, Bernd Rosemeyer. Rosemeyer’s European Grand Prix championship victory in 1936 spurred Stuck to seek a new arena to showcase his driving prowess. The world land speed record, then dominated by British drivers, presented an appealing challenge.
Stuck’s political connections within the National Socialist government assured him of political backing for this prestige project. However, technical expertise was equally crucial. On August 14, 1936, Stuck sent a telegram from Pescara to Daimler-Benz Chairman Wilhelm Kissel, requesting a meeting. In their subsequent discussion, Stuck proposed that Mercedes-Benz construct a record-breaking vehicle powered by a Daimler-Benz aircraft engine, mirroring the approach taken by the British record cars of the era.
Record attempts were not uncharted territory for Mercedes-Benz, which had set numerous records in the 1930s. Kissel recalled that the concept of a record-breaking vehicle powered by an in-house aircraft engine had been previously considered under Hans Nibel, a Daimler-Benz board member who had passed away in 1934.
The design of the record vehicle was entrusted to Ferdinand Porsche, who had left his position as Chief Engineer at Mercedes-Benz in 1928. Despite his departure, connections between Mercedes-Benz and Porsche’s design studio (P.K.B.) remained. Between 1936 and 1937, Mercedes-Benz produced 30 prototypes of the “KdF” car, which would later become the Volkswagen Beetle.
On March 11, 1937, Dr. Ing. h.c. F. Porsche GmbH signed a contract with Daimler-Benz AG for extensive collaboration across engine and vehicle design. Alongside the T 80 (where “T” in Porsche nomenclature stood for “type”), resulting projects included the T 90, T 93, T 94, T 95, T 97, T 104, and T 108. Porsche’s involvement extended beyond the world record project to encompass racing cars, commercial vehicles, and engines.
Aircraft Engine Power for a Land Speed Record
The T 80’s powerplant was to be a Daimler-Benz aircraft engine. However, access to these engines was controlled by the Ministry of Aviation. Stuck leveraged his relationship with Ernst Udet, who had risen to head the Luftwaffe’s technical department, to secure an engine.
Fritz Nallinger, Daimler-Benz’s technical director responsible for large engine design, development, and production, assessed the project in September 1936. Nallinger estimated that the initially proposed DB 601 aircraft engine could deliver 1,103 kW (1,500 hp). In fact, versions of this engine prepared for flying record attempts in 1938 and 1939 ultimately achieved 2,036 kW (2,770 hp).
In October 1936, Kissel informed Porsche that the Ministry of Aviation would release two engines and requested Porsche to commence project work. The official order followed on January 13, 1937. An addendum stipulated that Porsche’s design must always be referred to as a Mercedes-Benz world record project vehicle.
The initial financing plan allocated chassis construction costs to Daimler-Benz, body construction and expenses to aircraft manufacturer Heinkel, and record attempt organization financing to Hans Stuck. This arrangement was agreed upon during Kissel’s meeting with Stuck on October 21, 1936. In November 1936, Kissel projected T 80 completion no earlier than October 1937.
February 1937 marked a significant advancement when Ernst Udet approved the release of the DB 601 aircraft engine for the T 80. Later, recognizing the escalating power demands during development, this approval was extended to the more powerful DB 603 V3 engine.
On April 6, Porsche presented his T 80 plans in Untertürkheim, outlining a phased development from a twin-engine proposal to a final single-engine concept. This final proposal already incorporated key features of the built vehicle: a three-axle record car powered by a centrally mounted V12 aircraft engine. Porsche calculated that achieving 550 km/h after 5 kilometers would necessitate an engine output of at least 1,618 kW (2,200 hp), ideally 1,838 kW (2,500 hp).
Initially, record attempts were planned for a track in the USA. By mid-1938, the plan shifted to a specially prepared section of the autobahn between Dessau-South and Bitterfeld. In August 1938, Fritz Todt, General Inspector of German Roads, announced the autobahn section’s availability for use in October 1938.
However, the record attempt location remained unresolved. Discussions of a 1939 attempt in the USA persisted, possibly due to concerns about driving conditions on the manually paved median of the autobahn section, compared to the established Bonneville Salt Flats in the USA, the venue for recent world speed records.
The World Record Car Takes Shape
The T 80 progressively materialized throughout 1938. In October, Ferdinand Porsche and his team reviewed the wooden body model. Decisions were made on steel panel types for the body, a bill of materials was generated, seat and cockpit details were finalized, and the spaceframe’s tubular structure was defined. On October 26, 1938, the Mercedes-Benz racing department documented a 224-kilogram weight for the first welded frame in a test report.
Chassis and frame construction concluded in late November 1938. The Mercedes-Benz racing department aimed for vehicle completion with major assemblies by late January 1939. A memo dated November 26, 1938, projected chassis assembly completion by late February 1939, assuming timely aircraft engine delivery, with body completion by May 1939.
Tyre Durability at Record Speed
Tyre manufacturer Continental tested the T 80 wheels, revealing severe deformation of the wire-spoked wheels at 500 km/h during a January 1939 high-speed test. By May, slight deformations persisted even at 480 km/h. Porsche calculated that a distance of 13.73 kilometers (at 2,023 kW/2,750 hp) to 11.48 kilometers (at 2,206 kW/3,000 hp) would be necessary for a 600 km/h record run.
In 1939, the decision was made to equip the T 80 with a DB 603 engine. Although its aircraft engine development was halted in March 1937 by the Ministry of Aviation, its use for the land speed record was permissible with ministry approval. Engineers were confident that the 44.5-litre V12 aircraft engine, designed for around 1,471 kW (2,000 hp), could reach up to 2,206 kW (3,000 hp) at 3,200 rpm for the record attempt, using special racing fuels XM and WW. In February 1940, work on the DB 603 as an aircraft engine resumed, with series production for aviation beginning in 1941.
DB 603 Optimization for the Record Attempt
In 1939, racing manager Alfred Neubauer noted that a DB 603 “running-in engine” for the T 80 could be delivered in June, with the actual record attempt engine by late August 1939. In June, Fritz Nallinger refined details for the engine’s installation in the T 80, modifying air intake duct routing and configuring exhaust ducts to potentially harness recoil energy for added speed.
Wind tunnel tests on a T 80 scale model were conducted at Zeppelin in Friedrichshafen in summer 1939 to optimize downforce – sufficient to maximize power delivery to the road, but minimal to avoid overstressing the thin-tread tyres. These tests led to a 3.65 square meter reduction in downforce fin surface area.
T 80 testing continued even after the outbreak of World War II in September 1939. Roller dynamometer chassis testing occurred on October 12. In light of Cobb’s new record near 600 km/h, Porsche now envisioned speeds up to 650 km/h for the T 80, potentially requiring engine output up to 2,574 kW (3,500 hp), deemed achievable with the DB 603.
Project Termination in Spring 1940
No further progress was made towards the land speed record. By February 1940, Mercedes-Benz inquired with the Ministry of Aviation about potential development and production cost contributions. A final project report was issued in June 1940, and the T 80 was placed in storage. The DB 603 engine was returned to the Ministry of Aviation.
Post-WWII, Mercedes-Benz displayed the T 80 in its Untertürkheim museum. During a 1986 museum reorganization, body and chassis were separated, with the chassis placed in storage. The new Mercedes-Benz Museum, opened in 2006, continues to exhibit the T 80 with its original body, spaceframe, and wheels, but without the chassis.
The Mercedes-Benz Museum intentionally presents the T 80 body in a state reflecting its unfinished status from 1940. Mercedes-Benz Classic now juxtaposes the chassis, replicated spaceframe, and cutaway engine with this exhibit, making the T 80’s technology accessible and impactful since mid-2018.
