The 300SLR may not have been the fastest
car on the straights, but nothing could match its balanced handling and
advanced construction. American hotshoe John Fitch made his European debut in
major international event for the Ferrari factory squad at Le Mans and vividly
recalled the impression made by the Mercedes team. "I was in awe of the
marque and remember Moss in the 300SLR getting closer and closer 'til I just
let him go by", he said. "I followed for a number of laps in my
4.4-litre Ferrari, which was faster on the straights, but was particularly
impressed with the neat and precise way that the Mercedes moved. It was one of
those rare race cars that seems to do all thing well."
SLR
had option of single or twin fairings
Of the nine SLRs completed (a 10th
chassis was unfinished), eight survive. Chassis 6 was destroyed in Pierre
Levegh's horrific accident at Le Mans in'55 on the darkest day in motor- sport
history. The euphoria of the Eifelrennen victory couldn't be more opposed to
the grim French event 13 days later. The freak crash claimed 83 lives when the
French driver's car was launched into the crowd after hitting Lance Macklin's
Austin-Healey 100S. The tragedy happened at 6:28pm, but it wasn't until 2am
that Neubauer was given the order to withdraw the team as Fangio, teamed with
Moss, stormed through the darkness two laps clear of the opposition.
Mercedes-Benz
300 SLR interior
Although clearly not directly responsible
for the crash, Mercedes came under strong condemnation because some critics
argued that the explosion was so severe due to the 300SLR's exotic metallurgy
and the use of dangerous unauthorised fuel. One by one, Neubauer disproved the
theories with conclusive evidence of legal fuel, that magnesium does not
explode easily on impact, and that the SLR had greater strength and rigidity
than other cars in the race. Poor circuit safety, leader Mike Hawthorn's
reckless driving and Levegh's inexperience with the SLR were the more rational
contributing factors. Prior to Le Mans, Mercedes had already announced that its
racing activities would be terminated at the end of the year, and the disaster
reinforced the management's decision.
The next outing was nearly two months later
at the Swedish Grand Prix on 7 august where Fangio in chassis 3 and Moss in 4,
both still fitted with Le Mans air brakes, were again the class of the field,
while Karl Kling was in his repaired Mille Miglia car, chassis 5. The narrow
Kristianstad circuit featured a breathtaking high-speed crest – over which the
SLRs were airborne at 150mph – and, as at Le Mans, the extra brake gave a
critical advantage into corners. Moss was quickest in practice, plus he and
Fangio both tried the SLR Coupé – driven up from Stuttgart by Uhlenhaut – which
lapped as fast as its open sisters. Amusingly, a diplomatic row later blew up
when a marshal refused Neubauer entry to the pits after he'd forgotten his
pass, and the team had to resort to involving the German ambassador to diffuse
the atmosphere. Fangio and Moss sped away at the Le Mans-styles start, and so
close was the 1-2 formation pace that a stone kicked up by the Argentinian's
car smashed Moss's goggles and cut his eye. Moss surged back despite his
injury, making impressive use of a second behind his respected team leader.
Passenger
space cramped by transmission tunnel
Stuttgart's dominance continued in the
Tourist Trophy around the demanding Dundrod road course on 17 September, where
Moss won with Fitch as co-driver. Moss was 90 secs clear but had to pit with a
flat after clipping a hedge that tore the bodywork. Hawthorn went past but Moss
resumed control after the rain came, heading a Mercedes 1-2-3 with Fangio/Kling
runners-up in 5, and 'Taffy' von Trips/André Simon third. The spectacle was
clouded by the deaths of three drivers and a serious injury to Jean Behra, all
of which forced the end of the event at that circuit.
Motivated by the chance of victory in the
sports car championship to match its GP laurels, Mercedes sent three cars to
Sicily for the Targa Florio, where Moss again set the pace with Peter Collins
sharing the hot seat around the tortuous mountain course. The glamorous English
pair's blistering charge – Moss set a lap record on the opening lap from a
standing start in the pits – nearly came to grief when the Mille Miglia winner
had another off. A 100mph spin on mud left him stranded on a rock. Locals
eventually manhandled the car on to the ground before it took an excursion
across a ploughed field to get back on to the track. The mangled Mercedes
dropped two positions before Collins took over for one of his finest drives.
Moss made up for his mistake after the final changeover and reclaimed the lead
with another devastating 100kph lap. After 9 hours 43 mins, the English
superstar duo won at a record average speed of 59.8mph, ahead of a cautious
Fangio partnered by Kling more than 4 mins behind in second, with Desmond
Titterington and Fitch fourth.
Mercedes clinched the manufacturers'
championship by one point from Ferrari, despite not entering at Buenos Aires or
Sebring and withdrawing from Le Mans. But the undoubted star of the ill-fated
season was Moss, who dominated the results after three commanding drives in the
finest sports car of the era. No company has ever repeated that total
stranglehold in Grands Prix and sports-car racing in just one season.
Technically brilliant, fabulously fast and gloriously loud, the legendary
status of his supreme machine is guaranteed for all time.
