Press Release
Dernburg-Wagen from Daimler Motoren Gesellschaft
- 100 years ago: The "Dernburg-Wagen" features all-wheel-drive and even all-wheel steering
- Highly sophisticated design by Paul Daimler
- Everyday use in the colony of German South-West Africa, today's Namibia
The first all-wheel-drive car for everyday use was built by Daimler-Motoren-Gesellschaft (DMG) in 1907. The "Dernburg-Wagen", as it was known, even featured all-wheel steering. It is called after the then Secretary of State Bernhard Dernburg who drove many a kilometer in it in Africa the following year.
In fact the all-wheel-drive history of the company began slightly earlier, in 1903, when Paul Daimler laid the foundations for this technology with a first design draft. The first all-wheel-drive vehicle appeared in 1904, and was quickly followed by others. Since then, the watchword has been that all-wheel drive is the best technology when it comes to better traction and safe, assured progress. Over the decades it has been successfully used in all kinds of Mercedes-Benz vehicles, both passenger cars and commercial vehicles, and from vans to heavy-duty trucks. Some of these models, for example the G-Class or the Unimog, have gained a legendary worldwide reputation, and are to be found virtually everywhere on earth. All-wheel drive also scores heavily in day-to-day driving on normal roads, however, as the Mercedes-Benz saloons with 4MATIC demonstrate.
The Dernburg vehicle of 1907
When placing its production order at the beginning of the last century, the German Colonial Office knew precisely what to expect from Daimler-Motoren-Gesellschaft (DMG): a reliable vehicle which would withstand long journeys on unmade roads without complaint, while offering the flexibility that the motor vehicle had already amply demonstrated by the beginning of the last century. The engineer Paul Daimler, son of the company's founder, was chiefly responsible for the design of the new vehicle which was finally built as a one-off at the factory in Berlin-Marienfelde in 1907. This all-wheel-drive vehicle was based on a DMG commercial vehicle chassis, and had a wheelbase of four meters with a track width of 1.42 meters. The ground clearance of 32 centimeters was not unusually large for the time, as almost all vehicles were often used on heavily rutted unmetalled roads. In 1908 "Allgemeine Automobil-Zeitung" (AAZ) wrote this about Daimler's design: "All higher road obstacles are overcome by the robust front and rear axles, and the particularly vulnerable lower section of the gearbox housing is enclosed by a strong steel guard between the pressed frame cross-members, which is resistant enough to allow the entire frame to bottom."
The vehicle came on the market for a price of 34,750 Marks. It was fitted with a touring car body having two seats on the chauffeur's bench and four seats in the rear. Only the rear passengers had doors, and large steps were provided to overcome the entry height of around one meter. Extending almost to the front end and mounted on eight poles, a sunshade prevented the driver from being dazzled even when the sun was low. A luggage rack was mounted on the back for cases or spare tires, with a further, large luggage rack on the roof protected by a tarpaulin. Awnings were affixed below the roof on both sides; these could be lowered to enclose the body and protect the occupants from wind, weather and sand. "To be sure, this Mercedes is not noticeable for its light and elegant construction; it has unmistakable external signs of power and endurance," wrote AAZ, however: "The overall impression of the vehicle has not suffered as a result of the special requirements."
Matched to operating conditions with numerous special features
With a length of around 4.90 meters and a height of a good 2.70 meters including the roof structure, the majestic vehicle weighed around 3.6 tonnes when fully laden with all the special items specified by the Colonial Office, such as a particularly heavy-duty clutch and petrol and coolant reserves for tropical conditions, replacement parts and tools.
Despite this the four-cylinder engine performed manfully, delivering a very respectable output of 35 hp (26 kW) from a displacement of about 6.8 litres at 800 rpm - allowing a maximum speed of around 40 km/h on level tarmac. In view of the intended operating conditions, the climbing ability made possible by the all-wheel drive was however more important: it was an outstanding 25 percent. The vehicle featured permanent all-wheel drive, the engine delivering its power to the four wheels via a sophisticated mechanical system. A shaft connected it to the centrally installed gearbox, which had four forward gears and one reverse gear. From there prop shafts transferred the torque to the front and rear axle differentials, which in turn used bevel gears to split and transfer it to the wheels.
Mechanical components protected against airborne sand
The designer Paul Daimler took special precautions to keep airborne sand out of the drive components. Many of the joints were packed with lubricating grease to keep sand at bay and prevent rapid wear, but the front axle proved to be a real challenge at first: owing to the expected heavy impacts and fine airborne sand, it was not possible to use the usual protection for the bevel gears on the wheels, a telescopic system which followed the steering movements. Daimler shrouded the vulnerable components with a robust, cylindrical sleeve, but because this solution limited the maximum steering angle to just 23 degrees, the vehicle was also equipped with steered wheels at the rear to achieve a reasonable turning circle. The rear wheels were also encapsulated as a protection against airborne sand. One positive side-effect was that the front and rear axle components, including the differentials, wheels and brakes, were of identical construction, which considerably simplified the provision of replacement parts.
The solid steel wheels also served to protect the mechanical components and drum brakes against soiling; wheels with wooden (and more rarely steel) spokes were usual at the time, however these would have let sand into the drive components. Moreover, spoked wheels would have made it practically impossible for the vehicle to free itself after sinking into the sand. The steel wheels were shod with size 930 x 125 pneumatic tires, another unusual feature as solid rubber tires were still in widespread use at that time. Presumably Paul Daimler made this choice to assist the robust leaf springs in their work in view of the vehicle's high weight. Not unusually for the time, only the rear tires carried a tread while the front tires had a smooth surface. The tire valve was located on the inside of the wheel so that it was not so exposed to damage.
The cooling system was specifically configured for the tropical climate, with a larger cooling surface, a larger cooling mantle around the cylinders and more coolant - the circuit contained 140 litres in total. In addition to the radiator at the front end, a second radiator was mounted on the front bulkhead, enclosing it in horseshoe fashion and extending its honeycomb structure into the slipstream. Both radiators were connected via two side-mounted water reservoirs, and the heated water had to pass through all the lines and tanks before flowing around the cylinders again. "Even in deep sand at only 8 km/h, the cooling system performed admirably during a one-hour endurance test," AAZ reported.
