The Mercedes-benz T80 remains one of the most ambitious and awe-inspiring automotive projects ever conceived. Born from the dreams of German racer Hans Stuck and fueled by Nazi propaganda, this six-wheeled behemoth was designed to shatter the world land speed record. Although it never achieved its intended glory, the T80’s story is a fascinating blend of engineering prowess, political ambition, and historical circumstance.
In the late 1930s, Hans Stuck, a prominent German race car driver, envisioned bringing the coveted world land speed record to Germany. He successfully pitched his ambitious project to Wilhelm Kissel, Chairman of Daimler-Benz AG, in 1937. Kissel agreed to commission Mercedes-Benz to develop and construct the vehicle. For the design, Stuck enlisted the legendary Dr. Ferdinand Porsche. Adding another layer of complexity, Stuck secured approval from Adolf Hitler himself, who saw the record attempt as a powerful propaganda opportunity to showcase Germany’s supposed technological supremacy on the world stage.
Officially designated the Mercedes-Benz T80, or Type 80, Porsche’s initial design targeted a speed of 342 mph (550 km/h), powered by a formidable 2,000 hp (1,490 kW) engine. However, as rival record attempts pushed the bar higher, the T80’s target speed was revised upwards. Engineers squeezed more power from the powerplant, and by 1939, as the T80 neared completion, the ambitious goal was set at a staggering 373 mph (600 km/h), to be achieved after a 3.7-mile (6 km) acceleration run.
The development of the Mercedes-Benz T80 was a costly endeavor, totaling 600,000 Reichsmarks – equivalent to approximately $4 million USD today. Aerodynamics expert Josef Mikcl played a crucial role in sculpting the car’s streamlined body, which was expertly fabricated by aircraft manufacturer Heinkel Flugzeugwerke. The T80 incorporated several advanced design features for its time, including a Porsche-designed enclosed cockpit, a low-sloping hood to minimize frontal area, and elegantly rounded fenders. Notably, the rear wheels were enclosed within elongated tail fins, a feature intended to provide stability at extreme velocities. Two small wings positioned amidships generated downforce, further enhancing stability and control. This meticulously crafted, twin-tailed body achieved an exceptionally low drag coefficient of just 0.18 – a figure that remains impressive even by modern aerodynamic standards.
Powering this land-speed missile was no ordinary engine. The Mercedes-Benz T80 utilized a massive 2,717 cu in (44.5 L) Daimler-Benz DB 603 inverted V-12 aircraft engine. This engine wasn’t just any DB 603; it was a specially tuned prototype, the third of its kind, provided by Ernst Udet, then director of Germany’s Aircraft Procurement and Supply. This supercharged, mechanically fuel-injected DB 603 engine was meticulously tuned to produce a colossal 3,000 hp (2,240 kW). It ran on a highly specialized, exotic fuel mixture consisting of methyl alcohol (63%), benzene (16%), ethanol (12%), acetone (4.4%), nitrobenzene (2.2%), avgas (2%), and ether (0.4%). To further enhance performance and prevent engine knock, it also employed MW (methanol-water) injection for charge cooling and anti-detonation.
The immense power generated by the DB 603 engine was transmitted to all four rear wheels through a hydraulic torque converter and a single-speed final drive. To ensure optimal traction and prevent wheelspin at such extreme power levels, the T80 was equipped with a sophisticated mechanical “anti-spin control” system. Sensors on both the front and rear wheels mechanically detected wheel spin. If the rear wheels began to rotate faster than the front wheels, the system automatically reduced fuel flow to the engine, mitigating wheelspin and maintaining crucial traction.
In terms of dimensions, the Mercedes-Benz T80 was a substantial machine, stretching 26 ft 8 in (8.128 m) in length and standing 4 ft 1 in (1.245 m) tall. The body width measured 5 ft 9 in (1.753 m), but including the downforce wings, the total width extended to 10 ft 6 in (3.20 m). 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 T80 was relatively lightweight for its complexity, weighing approximately 6,390 lb (2,900 kg).
The T80 had been unofficially christened “Schwarzer Vogel” (Black Bird) by Hitler, and plans called for it to be painted in German nationalistic colors, complete with the German Eagle and Swastika, symbols of Nazi Germany. 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 82 ft (25 m) wide and 6.2 mi (10 km) long, with the median paved over to create a wide, smooth surface suitable for high-speed runs. The record attempt was scheduled for January 1940, and it would have marked the first absolute land speed record attempt ever to take place in Germany.
However, the looming shadow of World War II intervened, abruptly halting the T80 project. The outbreak of war in September 1939 effectively cancelled the record attempt. The T80’s final assembly was never fully completed, and it never turned a wheel under its own immense power. Following the cancellation, the Mercedes-Benz T80 was relegated to storage. In late February 1940, its powerful DB 603 engine was removed, and the vehicle was relocated to Karnten, Austria, for safekeeping throughout the duration of the war. Remarkably, the existence of the Mercedes-Benz T80 remained largely unknown outside of Germany until its discovery by Allied forces after World War II.
Fortunately, the Mercedes-Benz T80 survived the war relatively unscathed. It was eventually brought to the Mercedes-Benz Museum in Stuttgart, where it has become a permanent and iconic exhibit in the Silver Arrows – Races & Records Legend room. While only the T80’s body is currently on display, its chassis is preserved in museum storage.
Interestingly, 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, surpassing the T80’s intended Autobahn record run speed target. Furthermore, after the T80 was discovered, Allied sources quoted an astonishing estimated top speed of 465 mph (750 km/h) for the Mercedes-Benz machine. Had the T80 actually achieved this projected speed, it would have held the absolute land speed record until 1964, when Craig Breedlove broke the barrier with 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 built, a testament to its groundbreaking engineering and unfulfilled potential.
The Dream of a Record: The Mercedes-Benz T 80 Project Origins
The Mercedes-Benz T 80 world record project car was the brainchild of passionate racing driver Hans Stuck, driven by his ambition to seize the absolute world land speed record. Stuck skillfully assembled a formidable team, enlisting the support of three influential figures: Wilhelm Kissel, Chairman of the Board of Management of Daimler-Benz AG, the brilliant engineer Ferdinand Porsche, and the highly placed air force general Ernst Udet. Throughout the 1930s, each of these men played a crucial role in the progression of the ambitious project, which commenced in 1936 and stretched until 1940, ultimately concluding without the T 80 ever fulfilling its high-speed destiny.
The core objective shared by all involved was to attain a speed unprecedented for any land-based vehicle. This aspiration was amplified by the intense competition of the era, as British drivers consistently pushed the boundaries of speed at locations like Daytona Beach and the Bonneville Salt Flats. Malcolm Campbell’s “Blue Bird” reached 484.62 km/h in 1935, George Eyston’s “Thunderbolt” surpassed 500 km/h in 1937, and John Cobb’s “Railton Special” set a new record of 595.04 km/h in 1939. Consequently, the initial target speed of 550 km/h for the Mercedes-Benz T80 was progressively increased, first to 600 km/h and ultimately to 650 km/h, reflecting the relentless pursuit of speed.
A Silver Arrow Record? Internal Doubts and Stuck’s Ambition
Success with the T 80 project would have added another illustrious chapter to Mercedes-Benz’s already impressive history of speed records. A highlight to date was Rudolf Caracciola’s record-breaking run on a public road in 1938, achieving 432.7 km/h in a Mercedes-Benz W 125. However, the T 80 project wasn’t without internal critics within Mercedes-Benz. One point of contention was Hans Stuck himself, who had notably raced for Auto Union during the 1930s. Company decision-makers questioned public perception of Mercedes-Benz, a highly successful racing department, engaging a competitor’s driver for such a prestigious record attempt. Some wondered if it would be more appropriate to entrust the attempt to their own works driver, Rudolf Caracciola.
Despite these concerns, Stuck had established connections with Mercedes-Benz. In 1931 and 1932, he had raced with considerable success for Mercedes-Benz, driving an SSKL, becoming the international Alpine champion and Brazilian hill-racing champion in 1932. These prior relationships proved valuable when Stuck, leveraging his Auto Union racing connections, contacted designer Ferdinand Porsche. Porsche’s “P-vehicle concept” had been the foundation for Auto Union’s Grand Prix cars from 1934 to 1936. Furthermore, Stuck’s acquaintance with flying ace Ernst Udet dated back to the 1920s, when they had competed in events such as ice races, Stuck driving an Austro Daimler racing car and Udet piloting an aircraft.
Stuck’s motivation to break the land speed record was partly fueled by his Auto Union teammate Bernd Rosemeyer’s 1936 European Grand Prix championship victory. Seeking a new platform to showcase his driving prowess, Stuck saw the world record, then dominated by British drivers, as the ideal opportunity. He recognized the political advantages of Nazi support for such a prestigious endeavor and also understood the necessity of securing strong technical partners. On August 14, 1936, Stuck sent a telegram to Wilhelm Kissel, Chairman of Daimler-Benz, requesting a meeting to propose Mercedes-Benz build a record-breaking vehicle powered by a Daimler-Benz aircraft engine, mirroring the approach taken by British record contenders.
Mercedes-Benz was no stranger to record attempts, having set numerous records in the 1930s. Kissel recalled that the concept of a record-breaking vehicle powered by an in-house aircraft engine had already been considered under Hans Nibel, a Daimler-Benz board member who passed away in 1934. The design of the record car was to be entrusted to Ferdinand Porsche, who had left Mercedes-Benz in 1928. However, ties between Mercedes-Benz and Porsche’s design studio remained strong, evidenced by Mercedes-Benz’s production of 30 prototypes of the “KdF” car (later the VW Beetle) between 1936 and 1937. On March 11, 1937, Dr. Ing. h.c. F. Porsche GmbH and Daimler-Benz AG formalized their collaboration with a contract for extensive involvement in engine and vehicle design across various projects, including the T 80.
Aircraft Power for a Land Record: Securing the DB 603 Engine
The Mercedes-Benz T 80 was intended to be propelled by a Daimler-Benz aircraft engine. However, access to these engines was not straightforward, as the Ministry of Aviation held exclusive control over all German-produced aircraft engines. Stuck again leveraged his connection with Ernst Udet, who by then had risen to head the Luftwaffe’s technical department, to navigate this hurdle. Fritz Nallinger, Daimler-Benz’s technical director responsible for large engine design and production, assessed the project in 1936, estimating that the initially proposed DB 601 aircraft engine could deliver 1,500 hp (1,103 kW). In fact, a version of this engine prepared for flight record attempts in 1938 and 1939 achieved an impressive 2,770 hp (2,036 kW).
In October 1936, Kissel informed Porsche that the Ministry of Aviation would release two engines and requested Porsche to initiate project work. The official order followed on January 13, 1937, stipulating that Porsche’s design was always to be presented as a Mercedes-Benz world record project vehicle. The initial financing structure involved Daimler-Benz covering chassis construction costs, aircraft manufacturer Heinkel funding and building the body, and Stuck personally financing the record attempt organization. Kissel estimated in November 1936 that the T 80 wouldn’t be completed before October 1937. A significant breakthrough occurred in February 1937 when Ernst Udet approved the release of the DB 601 aircraft engine for the T 80, later extended to the more powerful DB 603 V3 as power requirements became clearer.
Porsche presented his T 80 plans in April 1937, outlining a multi-stage development process that evolved from a twin-engine proposal to a final single-engine configuration. This finalized concept already incorporated key features of the eventual vehicle: a three-axle design and a centrally mounted V12 aircraft engine. Porsche calculated that achieving 550 km/h after a 5 km run would require at least 2,200 hp (1,618 kW), ideally 2,500 hp (1,838 kW). Originally envisioned for record attempts in the USA, by mid-1938, plans shifted to a specially prepared section of the Dessau Autobahn. While the location remained uncertain, discussions about a potential 1939 attempt in the USA persisted, possibly due to concerns about driving conditions on the manually paved autobahn median.
Shaping the Black Bird: Construction and Challenges
The Mercedes-Benz T 80 project gained momentum throughout 1938. In October, Ferdinand Porsche reviewed the wooden model of the bodyshell with Mercedes-Benz employees. Decisions were made regarding steel paneling, seat and cockpit details, and the tubular spaceframe structure. By October 26, 1938, the racing department reported the first welded frame weighed 224 kilograms. The chassis and frame were completed by late November 1938, with plans for the vehicle, including major assemblies, to be ready by the end of January 1939. A November 26, 1938 memo indicated that chassis assembly could be completed by February 1939 if the aircraft engine was delivered, with body completion expected by May 1939.
Tyre manufacturer Continental tested the T 80’s wheels, revealing severe deformation of the wire-spoked wheels at 500 km/h in January 1939. While improvements were made, slight deformations persisted even at 480 km/h in May. Porsche calculated the necessary distance for a 600 km/h record attempt to be between 11.48 km and 13.73 km, depending on engine output. In 1939, the decision was made to utilize the DB 603 engine. Although its aircraft engine development was halted in 1937, its use for the land speed record was approved. Engineers were confident the 44.5-liter V12 could reach 3,000 hp (2,206 kW) at 3,200 rpm for the record attempt, using special XM and WW racing fuels. In February 1940, work on the DB 603 as an aircraft engine resumed, with series production for aviation commencing in 1941.
Optimizing for Speed and the Project’s Demise
Racing manager Alfred Neubauer noted in 1939 that a DB 603 “running-in engine” for the T 80 could be delivered in June, with the record attempt engine by late August. Fritz Nallinger refined the DB 603 for the T 80, modifying air intakes and exhaust ducts to potentially harness recoil energy for added speed. Wind tunnel tests on a T 80 scale model in summer 1939 aimed to optimize downforce, balancing traction and tyre stress. These tests resulted in a reduction of the downforce fins’ surface area.
Testing continued even after the outbreak of WWII in September 1939, with chassis testing on a roller dynamometer in October. Cobb’s new record of nearly 600 km/h prompted Porsche to target 650 km/h, potentially requiring 3,500 hp (2,574 kW) from the DB 603. However, the T 80 project abruptly ended in spring 1940. Mercedes-Benz inquired about Ministry of Aviation funding contributions in February 1940, and a final project report was produced in June, leading to the T 80’s storage. The DB 603 engine was returned to the Ministry of Aviation.
Post-WWII, Mercedes-Benz displayed the T 80 in its museum. A 1986 museum reorganization separated the body and chassis, with the chassis placed in storage. The new Mercedes-Benz Museum, opened in 2006, features the T 80 body in its permanent exhibition, showcasing its unfinished state from 1940. Since mid-2018, Mercedes-Benz Classic has juxtaposed the body with a replicated spaceframe and cutaway engine, providing a comprehensive view of the T 80’s advanced technology.
