Following the Great War, Daimler began to consider forced 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 2 liters. Daimler designed an extraordinary 4-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 DePalma’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 2-liter formula as well, the factory planned an assault on the race under the leadership of Paul Daimler’s replacement, Ferdinand Porsche.
Four cars were prepared by the factory and shipped over to the U.S., the first and only time the factory would enter cars of their own design in 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.
The number of surviving supercharged Mercedes 2-liter 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.
(Introductory description courtesy of RM Sotheby’s.)
