In the immediate post-WW2 years, Mercedes-Benz model range consisted of the high-end 300 “Adenauer”, and the pre-war Type 170, which by the 1950s was looking very dated. There was also a significant price gap between the two, giving the company nothing to appeal to the growing German middle-class that was emerging as the country’s economy began to recover (shades of BMW’s similar problem that almost brought the Bavarian company to its knees later that decade).
The gestation of what became known as the Ponton series of models (officially designated the W120 – Mercedes didn’t refer to the range using the nickname until much later – began in 1951 and by 1953 the first of the series was introduced, the 180 and 180D, with 1.8-litre petrol and diesel engines.
The 180 marked the transition for Mercedes-Benz to the modern three-box design principle with its all-enveloping body, leaving behind the running boards and prominent wings of most pre-war – and in some cases, post-war – cars. It’s said that the name “Ponton” (German for pontoon) came about because the car’s silhouette resembles the cross section of a pontoon bridge. The 180 was also the first Mercedes-Benz featuring monocoque construction. Bigger, roomier and generally more modern than its predecessor, the 170, though the original engines were carried over from that car.
The following year saw the launch of the 6-cylinder executive model, the 220a, created by stretching the W120 body to accommodate the longer engine block and add some legroom to the passenger cabin. This single 6-cylinder model was expanded into an entire range in 1956, with the 220a becoming the 220S, and the number of Ponton models was increased further by the creation of the W105, which added the 6-cylinder nose onto the 4-cylinder body – this was known as the 219. Besides the saloons, a pair of very elegant two-door variants of the 220S were introduced, a coupé and a beautiful convertible.
In 1956, Mercedes upgraded the 180 by replacing it with a 1.9-litre version, to be called the 190 (how logical their model-naming was in those days!), the old 180 was improved by replacing the old 1.8-litre engine with a detuned version of the 1.9, and in 1958 a 1.9 diesel also became part of the range, obviously named the 190D.
Two years on, the 220S was given fuel injection and renamed the 220SE, and the icing on the Ponton cake, was the beautiful 190SL two-seater. While not strictly speaking a Ponton, it was built on a shortened version of the W121 floorpan, so it was at least directly related, not that I need any excuse to show a picture of this gorgeous car.
Yes, they are related!
A notable feature of the Ponton models was that they were designed with early examples of front and rear crumple zones and a rigid centre section, a concept Mercedes implemented fully in the Ponton’s successor, the Heckflosse or Fintail cars.
So the Ponton models spanned quite a range in performance and style – from the modest 43bhp and 110km/h top speed of the 180D up to the 100bhp and 160km/h of the 220S, and there was a Ponton to suit a wide both a range of pockets and driving requirements, from utilitarian taxi to upmarket Mediterranean top-down cruiser.
During the Ponton’s lifetime, Mercedes also launched the fearsome 300SL in both gullwing coupé and roadster form, stretching their model price range even further upwards and giving me an excuse to include photos of these astonishing cars – it was 1955, remember, when the 300SL was introduced to an astonished world.
Of course, this gave Mercedes an ultimate “halo car”, and while it’s impossible to know how many Ponton buyers bought a 180D because of the glamorous profile of the 190SL and 300SL, Mercedes’ image was most certainly enhanced and therefore it follows that that of its mainstream range was, too.
Indeed, during the period between 1953 and 1959, the Ponton models made up 80% of all Mercedes production, and over the range’s lifetime, almost 475,000 (including 25,881 190SL’s) were made. The majority of course were the standard 180 and 190 versions – in fact, the 180D accounted for almost 25% of all Ponton production, which was based at the company’s Sindelfingen factory. In the same way that the Neue Klasse is considered by many to be the car that saved BMW (although there is possibly an even stronger case for the 700), it can be claimed that the Ponton series of cars saved Mercedes-Benz.
Photos of the Ponton being produced at Sindelfingen – from the www.mbzponton.org website
While the construction and appearance of the Ponton were unquestionably modern, the styling was still restrained, especially if you compare it with the flamboyance of contemporary American cars; an upright, dignified saloon to appeal to the German middle-classes. The big imposing radiator grille topped with the three-pointed star gave additional gravitas to the front of the car. Inside, there was a mix of luxury and very basic trim; for example, separate heating and ventilation controls for driver and passenger yet rubber floor mats, but all of it manufactured and assembled to very high standards – the Ponton’s image of sedate solidity and reliability was just what their drivers wanted.
If the Ponton had a direct British equivalent, it was the “Auntie” Rover 60 to 110 series, which was targeted at the British equivalent motorist, although the German car carried a heftier price tag in the UK. In its home market, it had few real rivals, though cases could be made for the Borgward Isabella and Opel Kapitän, the latter in particular looking more like a scaled-down version of its American parent company’s products – which is effectively what it was. However, when you compare any of these with the Citroen DS launched in 1955 they look, well, old. Dignified, but old. Having said that, the DS made pretty much everything look old in 1955.
So we come to our Prime Find, which is of course a Ponton, in this case, a very late 190b, built in 1961 – the “b” designation was added to the facelifted models from 1959 onwards.
There is very little information and few photographs in the advert – typical for a private sale – but we are told that the car was restored in 2012 and is garaged when not in use. The vendor is just the third owner in almost 60 years, and the car is used only sparingly – I assume the quoted mileage is what it’s covered since its restoration.
I think it looks terrific – the cherry red body and white roof make a lovey combination, and if the photographs are any guide, this Ponton presents extremely well. The two white bench seats look to be unmarked and new carpets were fitted recently.
Priced at what seems a very reasonable £15,495, considering its condition (you can get scruffier examples for well under £10,000) and it seems to be around the going rate, based on others currently for sale. We’ve borrowed what few photographs there are from the advert, which you can see here . As always, we recommend prior inspection before parting with your hard-earned cash.
With our Saturday instalment of Prime Find of the Week, we’re offering our services to the classic car community, by passing on our favourite classic car for sale from the week that passed. This top-tip might help a first-time-buyer to own his first classic, or it could even be the perfect motivation for a multiple-classic-car-owner to expand his garage with something different. We’ll let us be inspired by anything from a cheap project to a stunning concours exotic, and hope that you will do the same.
Just remember – Any Classic is Better than No Classic! We obviously invite our readers to help prospective buyers with your views and maybe even experiences of any given model we feature. Further to that, if you stumble across a classic which you feel we ought to feature as Prime Find of the Week, then please send us a link to primefindoftheweek@viaretro.co.uk