Since the origins of Daimler-Benz, motorsport has been heavily interwoven in the rich history of the firm, and it continues to compete at the front of various formulas around the globe. Prior to the merger of the Daimler Motoren Gesellschaft (DMG) and Benz & Cie. in 1926, both companies produced legendary competition machines such as the Mercedes Simplex and the Blitzen Benz.

Following the Great War, Daimler began to consider force induction using a supercharger. Renowned engineer, Paul Daimler’s development path was further justified in 1922 when the Automobile Club de France issued new Grand Prix rules for the following season limiting engine capacity to two litres. Daimler designed an extraordinary four-cylinder engine, featuring twin-overhead cams which actuated four valves per cylinder. A roller-bearing crankshaft allowed the engine to rev to a heady 4,800 rpm, and the engines were bolted directly to the chassis to act as a stress-bearing member. This engine design would be Paul Daimler’s last major contribution to the marque, and the design would go on to be hugely successful, particularly gaining victory at the 1924 Targa Florio.

DMG was keenly aware of the growing importance of the American market, and Ralph de Palma’s famous efforts with a Mercedes at the Indianapolis 500 during the previous decade had put the race within the sights of the factory. Now running a two-litre formula as well, the factory planned an assault on the race under the leadership of Paul Daimler’s replacement Ferdinand Porsche. Due to DMG believing that a riding mechanic was a safety necessity, the cars were designed with two seats.

Four cars were prepared by the factory and shipped over to the USA, the first and only time the factory would enter cars of their own design into the great race. This example, chassis number 26913, was designated as the spare car. During Saturday qualifying, Max Sailer, the chief engineer and lead driver, suffered a spin in the rain, hurting himself and his mechanic and damaging his car. As a result, his nephew and reserve driver, Karl Sailer, drove the spare (26913) to qualify for his uncle, and this car was used by the Sailers for the race.

For the race, the Sailer car started on row 7. After 150 miles, Sailer was running in 8th whilst a sister car was in 5th and the other had crashed out. After 72 laps, Max Sailer’s sprained wrist had become too much so his nephew Karl took over the car, and drove admirably over the remaining 320 miles to finish 8th overall, the highest finish for Mercedes and any European car.

After the race, 26913 was retained by the American Mercedes Company of New York, before being sold to E.J. Schroder of Summit, New Jersey on 31 March 1924. By the mid-1930s, the body had been modified and it was owned by Mike Caruso, of Hicksville Auto Wrecking Co., Long Island. The body in photos from this time is the same period body which accompanies the car today (in bare metal). Caruso, a midget racer, had no intention of breaking up the Mercedes but instead raced it in the 1936 Vanderbilt Cup. Entered as a “Mercedes-Ford”, a period photo clearly shows the Mercedes twin-cam engine is still in place. Unfortunately, against the likes of Tazio Nuvolari in an Alfa Romeo 12C-36, Caruso was deemed too slow by the organisers so did not start the race.

According to a letter between subsequent owners Josef Reutershan of New Jersey and Alec Ulmann, Reutershan bought the Mercedes from Caruso. Reutershan wanted to use it as a road car so fitted headlamps and a windscreen. It is known that by the late-1940s, it was in the hands of Alec Ulmann, who competed in the 1949 Bridgehampton races with it. Ulmann, a former President of the Veteran Motor Car Club of America, would also be a key figure in motorsport in North America by co-founding the Sebring and then promoting the 12 Hours race there and the post-war return of the US Grand Prix. From Ulmann it passed to Courtney Rogers, who won the prize for best vintage car at the 1951 Bridgehampton races.

In the early Fifties, it then passed to the collection of Henry Austin Clark Jnr. at the Long Island Automotive Museum. Clark allowed his great friend, Charles Addams, to race the car at Bridgehampton in 1952 and 1959—Addams was best known as the creator of the Addams Family and a New Yorker cartoonist. Clark later sold this Mercedes to Lew Schaefer. According to Clark, Schaefer commenced a restoration, but progress was slow so he sold it. It is believed that the buyer was Ben Moser, a collector based in Santa Barbara, who sold it in 1978 to the famous collection of Yoshiyuki Hayashi at Gotemba, Japan. Many of Hayashi’s cars were purchased by Bernie Ecclestone and in 1995 it was imported into the United Kingdom. This this fabulous Mercedes remained in Ecclestone’s collection for a short period before joining the Aumann Collection in 1996.

Whilst in the current ownership, this historic car has been displayed at events and even driven on rallies. In 2011, it was subject of a full engine rebuild by the respected Capricorn Engineering, with bills totalling €150,000.

The significance of these first supercharged Mercedes competition cars cannot be overstated—supercharging and competition both run strongly in the blood of the manufacturer. The number of surviving supercharged Mercedes 2-Litre competition cars can be counted with one hand, so it is entirely possible that the opportunity to purchase one of the original cars, especially the lead Indianapolis racer, will never be repeated. This wonderful Mercedes retains many numbered components including its original crankcase and gearbox, and a period body which is presented separately in bare metal. A very important competition car, this significant Mercedes has earned it place in some of the greatest collections and surely deserves to continue its life in another.