![]() Engines were initially either the 5.0 litre V8 or 5.8 litre V12 units, the latter featuring electronic cylinder deactivation, which disabled one bank of cylinders at cruising speeds for improved economy. The C215 went on sale in the Autumn of 1999, sharing engine, running gear (not to mention electronic and cabin architecture) with the shared platform W220 Sonderklasse saloon. It is believed that a convertible version had also been proposed for this model, but was overruled, allegedly on business case grounds.įrom an exterior design perspective, the frontal aspect remains by far its visually weakest trait – the favoured four-headlamp setup flanking a somewhat undersized and gauche-looking grille, lending the frontal aspect a disappointing lack of substance and gravitas, but frankly neither of the latter traits were in abundance at Sindelfingen during this period. The finished car, while not as compact or lithe as first envisaged, nevertheless marked a clear departure from the rather substantial-looking C140 which preceded it. Despite there being resistance to it from elements of the supervisory management team, Arcadipane’s study was eventually chosen. ![]() His notations underline the ethos behind the shape, with a “ roof structure in one clean arch – architectural – like a bridge span!” The distinctive c-pillar treatment was a nod to the W111 coupé from the 1960s, with Arcadipane emphasising the study’s “ big wrap to rear glass”.Īllegedly seen as the most radical of the shortlisted C215 proposals, it nonetheless made it through to the final three, being produced in full-sized, see-through form for senior management to review. His note to self made clear from the outset that this was not to be a traditional Mercedes coupé design, but one with a “ Jaguar-like flavour”. As recounted by the designer, while on a flight to Australia, he sketched a proposal for the forthcoming coupé on what he had to hand – in this case the back of an Air Mail envelope. ![]() As the design process for the S-Class coupé got under way in 1993 (dubbed C215 internally), Arcadipane determined to have a shot at the job. This ensured that management had sufficient quantities of alternate styles to choose from and allowed each member of the design team a decent shot at producing a successful design – a vital springboard to their career.Īustralian-born Peter Arcadipane joined Mercedes’ Sindelfingen studios from Ford, having in his early years as a car designer laid claim to having adapted the design for the Ford Falcon-based Interceptor featured in the very first Mad Max movie. A further evaluation would see these being reduced to a final shortlist of three proposals, which would be produced in 1 : 1 scale for final selection. These would be then whittled down to a shortlist the favoured proposals being produced in quarter scale form. However, Sacco also decreed that all members of his styling team, irrespective of discipline could submit proposals for evaluation whenever a new model was being considered. Like most major carmakers, Mercedes-Benz, under the design leadership of Bruno Sacco at Stuttgart-Sindelfingen assigned individual teams to specific product lines. The 1999 Mercedes CL redefined the term ‘back of an envelope design’. This ensured that management had sufficient quantities of alternative styles to Continue reading “Pushing the Envelope” Author Eóin Doyle Posted on Categories Automotive History, Car Styling and Design, Editor's Selection, Marques, Mercedes-Benz Tags Mercedes CL, Mercedes CLS, Michael Fink, Peter Arcadipane, Peter Pfeiffer 15 Comments on Pushing the Envelope Pushing the Envelope These would be then whittled down to a shortlist, the favoured proposals being produced in quarter-scale form. However, Sacco also permitted all members of his styling team, irrespective of discipline, to submit proposals for evaluation whenever a new model was being considered. Like most major carmakers, Mercedes-Benz, under the design leadership of Bruno Sacco at Stuttgart-Sindelfingen, assigned individual teams to specific product lines. Image: Įditor’s note: This article was originally published on DTW on 14 June 2019. The 1999 Mercedes CL redefined the term ‘back of an envelope’ design.
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