AMG – Mercedes

AMG stands for Aufrecht Melcher Großaspach.



Authentic German pronunciation of Aufrecht Melcher GroŸaspach

“Over 45 years ago, an overwhelming passion for motorsports translated into the creation of an unique company.

A as in Aufrecht, M as in Melcher and G as in GroŸaspach “ the names behind these three letters are the starting point of the rapid development from a two-man operation to a global brand. The story starts in the 1960s: The two engineers Hans Werner Aufrecht and Erhard Melcher were working on the 300 SE racing engine in the Daimler-Benz Development department until the company discontinued all motorsports activities.

Yet the hearts of Aufrecht and Melcher beat unabated for motorsports. In Aufrecht’s house in Grossaspach, they spent their spare time further honing the performance of the engine. In 1965, Manfred Schiek, a colleague at Daimler, went to the start in the German Touring Car Championship with the 300 SE engine that had been developed by Aufrecht and Melcher  and won ten times! Schiek’s triumph was based on the reputation of Aufrecht and Melcher as experts for sustaining and optimizing the performance of Mercedes-Benz vehicles.

However, a reputation was not enough for Aufrecht: his vision was to offer road vehicles modeled after the successful racing car. In late 1966, he left Mercedes-Benz and persuaded Melcher to venture into a shared business with him.

In 1967, they founded the Aufrecht Melcher Großaspach Ingenieurbüro, Konstruktion und Versuch zur Entwicklung von Rennmotoren” (“Aufrecht Melcher Großaspach engineering firm, design and testing for the development of racing engines”).The headquarters were a former mill in the next town over, Burgstall. Very quickly, the engines that were revamped there became a must for private racing teams.

The first milestone in terms of racing was in 1971 during the 24 Hours of Spa, which went down in the annals of the company: the AMG Mercedes 300 SEL 6.8 was the champion in its class and won second place overall. A heavy luxury sedan pulling a fast one on the competing lighter race cars this caused a sensation, and the name AMG spread throughout the world.”

What is an Early Pre-Merger AMG ?


Classic Pre-Merger AMG’s produced in Affalterbach, Germany are rare and extremely valuable. Authentic pre-merger cars are extremely good investments with some commanding prices of over $100,000.  However, if you have your eyes on a “pre-merger” AMG, indeed remember the old adage, “caveat emptor”.   We advise you to be particularly cautious and  make certain you perform your due diligence before opening your wallet.  Pre-merger records are usually really “not very good” to virtually “non-existent”.

In fact  determining whether or not an AMG is in indeed an  authentic  pre-merger automobile can be tricky.  We have derived that not all AMG tuning was actually performed at Affalterbach, Germany. You may be told that a car is  “pre-merger” only to find out that it just has had some modifications.   Around about the 1970’s it was possible to have a car tuned to AMG quality.   It was originally done at the customer’s request.  The customer would order exact tuning to be preformed specifically on the engine, interior, suspension, wheels or the body.

If tuning of the car was done in North America at one of the authorized centers, AMG as it existed then and now will actually have no record of the work.  Mercedes will have records of cars coming out of their factories  of course, but they do not follow the car all the way to AMG.   So before you get hypnotized by AMG Recaro classic seats, we have some advice before jumping into your potential acquisition.

Obtaining  original parts for a pre-merger AMG can be very difficult.  Much has been written and passionately discussed about the lack of pre-merger technical data, parts and MB/AMG support. Many have said there are confidentiality agreements in place or perhaps all of the original technical data is lost/destroyed.





Where did the name Mercedes come from?

Where did the name Mercedes originate from?  Mercedes actually is of Spanish origin, referring to a title for the Virgin Mary, Maria de las Mercedes.

Resource:  Media:

Namesake: Mercedes Jellinek aged 15. Emil Jellinek initially chose the first name of his daughter as a pseudonym for his own involvement in racing with vehicles from Daimler-Motoren-Gesellschaft; it later became the brand name.;

This young girl’s name is Mércédès Jellinek, pictured at the age of 15.    Her first name has become synonymous with the best engineered cars in the world, Mercedes Benz.

You might be asking yourself how did a little girl’s name became one of the most famous marques in the world?  Her father,  an  Austrian businessman and an avid racing enthusiast was very much involved with racing vehicles for Daimler-Motoren-Gesellschaft.

He initially chose the first name of his daughter as a pseudonym in competitions.   It was quite common  in those days for racing  men to use “aliases” so as to keep their true identity secret from the competition and the like.  Thus Emil Jellinek raced as Monsieur Mercedes.

Emil with his daughter Mercedes.

Pionier des Automobilvertriebs: Der Kaufmann Emil Jellinek (1853 bis 1918) verkaufte sehr erfolgreich Mercedes-Fahrzeuge der DMG. ; Pioneer car salesman: businessman Emil Jellinek (1853-1918) sold DMG’s Mercedes cars very successfully.;European entrepreneur,  Emil Jellinek (1853-1918).   A legendary salesman who utilized his diplomatic ties with the elite to sell  DMG’s Mercedes cars .

The Pioneering Perfectionist:  Emil  Jellinek

Emil Jellinek was a young man who enjoyed a fashionable lifestyle when the automobile was invented in 1886. He was fascinated with the new product and owned one ever since they appeared: after first trying out a De Dion three-wheeler he bought a four-wheeled Benz Viktoria when the model became available in 1893. But he was not really satisfied yet with the new vehicles. In his view they could be better and had not developed their full potential. He referred to the Benz, for example, as a “monster”, comparing it with a crawling spider.

Eventually, in 1896 a newspaper advertisement of Daimler-Motoren-Gesellschaft (DMG) caught Jellinek’s attention. He travelled to Cannstatt and ordered two belt-driven cars, “a four-horsepower and a nine-horsepower” which were said to do 40 km/h on a “smooth road” an unheard-of speed in the outgoing nineteenth century.

In Nice, where Emil Jellinek spent most of the year, and which was then a meeting place for the upper crust of France and Europe mainly in the winter,  horseless carriages caught on very well. Starting in 1897 Jellinek promoted the Daimler automobiles in the highest social circles, working as an independent dealer.
The Rothschild family and other well-known personalities bought cars from him. By the time Gottlieb Daimler passed away in 1900, Jellinek had managed to sell 34 cars this way. This gave him weight in his dealings with DMG, and he repeatedly demanded technical innovations of Daimler and engineer Wilhelm Maybach. He combined an ability to judge vehicles with an antenna for the market, and, viewed on the whole, definitely can be described as a marketing strategist.

Jellinek finally convinced Daimler and Maybach that the future of the automobile lay in speed and elegance. “When I came on the scene the Daimler cars were solid, usable and reliable in service, but only cars in theory” he is quoted as saying

Jellinek did not see speed as just a fun temptation but rather he considered it to be the true purpose of a motor vehicle: “If I can’t get any more out of an automobile than out of a horse and carriage, then I might as well travel by horse again!”

Moreover, he suggested that the inventor of the automobile compete in races and reliability runs under his own name and with his own cars, because “racing will make a name for a factory and a brand.”

The first Semmering race, 27 August 1899. The category winner Emil Jellinek is seen here at the wheel of his 16 hp Phoenix racing car, next to him is Hermann Braun. From left to right, on the back seat: Ferdinand Spiegel, Otto Zels and Ferdinand Jellinek. (The first Phoenix models were extremely tall vehicles with a rounded bonnet and round-shaped radiators. They had an output of up to 24 hp).;

Pictured above:  “Pre-Mercedes era” – The first Semmering race, 27 August 1899. The category winner Emil Jellinek is seen here at the wheel of his 16 hp Phoenix racing car, next to him is Hermann Braun. 

Jellinek took a hand in racing himself. For a racing event in Nice in 1899 he had two Daimler Phoenix cars built for himself. They had an output of 21 kW  a great deal for that period. The vehicles could pass for sports cars or racing cars. To support him, DMG sent him Wilhelm Bauer, a foreman who was most familiar with the Phoenix model.


However, the cars from the Daimler company were not good enough to win either the speed trials or the hillclimb. This spurred Jellinek on: he strongly interfered in the company’s model policy, demanding more powerful, faster vehicles from DMG. In addition, he wanted a new chassis: wider, longer, lower-slung, lighter in short: safer than before, even at higher speeds. “I am not interested in today’s car or tomorrow’s.“

I want the car of the day after tomorrow!” This was Emil Jellinek’s maxim. “My workshop is the road. Only the road is the criterion for me.”

During the Nice racing week at the end of March 1900, disaster struck. In the Nice La Turbie mountain race Daimler factory driver Wilhelm Bauer suffered a fatal accident with the car entered in the race as “Mercedes I”.

Co-driver Hermann Braun, who already overturned in the Nice Marseille race with “Mercedes II”, the second Daimler entered at the race week, again remain unscathed.

Cannstatt’s first reaction was to make excessive engine outputs responsible for the accident and to stay away from any speed events in future. However, Emil Jellinek convinced Wilhelm Maybach in early March that the car’s high centre of gravity was responsible for the accident: “Victories bring world fame. People buy the winning brand, and will always buy it. It would be commercial suicide to abstain from racing,” Jellinek argued. “What we need is a new vehicle of completely different design.”

On April 2,  1900 Jellinek ordered the development of a new kind of car with Daimler.  The car was to have an output of at least 26 kW.  He ordered it to be a lightweight engine with a lower centre of gravity and very fast.


A deal needed to be done in order to produce the new vehicles, but DMG was confronted with the problem of sales financing for this better engineered car.  The company needed further capital: even assuming it would be a success, whether or not the cars actually would be sold still posed a relatively high risk.

Jellinek answered this by coming to an agreement with DMG.  He promised a rather large sum of 550,000 Goldmark if Wilhelm Maybach would design the revolutionary sports car for him, and call it Mercedes.   (In today’s numbers, 550,000 Goldmark’s would  be the equivalent of 2.3 million euros.)

With financing in place, it was agreed that 36 units were to be delivered before October 15, 1900.    In exchange Emil proposed that he would sell the cars and share in the profits with DMG.  The deal also included an order for 36 standard DMG 8 hp cars. Jellinek also became a member of DMG’s Board of Management.

The First Official Mercedes

Der erste "Mercedes", der 35-PS Rennwagen von 1901. ; The 35 hp Mercedes racing car of 1901, the first "Mercedes".;
Der erste “Mercedes”, der 35-PS Rennwagen von 1901. ;
The 35 hp Mercedes racing car of 1901, the first “Mercedes”.;


The agreement also assured him far-reaching sales rights for more powerful cars from DMG in all major markets. From April 1900 Emil Jellinek was thus general distributor for Austria-Hungary, France, Belgium and the USA “practically for the whole world,” as one chronicler writes. Jellinek himself was a citizen of Austria-Hungary. In the countries where he was sole distributor, the cars were sold under name “Mercedes”, while in all other countries they initially sold as “new Daimler”. But soon people in all countries only talked about “Mercedes cars”.

“We have entered the Mercedes era!”

The first new 35 hp car was delivered to Jellinek on 22 December 1900. This new “Mercedes” developed by Wilhelm Maybach caused a sensation at the start of the century: it was the world’s first modern car. One of its numerous technical innovations was the honeycomb radiator, which needed far less water than before to cool the engine.

Jellinek at any rate was very good at promoting the new type of automobile. As early as 4 January 1901, just a few days after the arrival of the first Mercedes in Nice, the L’Automobile-Revue du Littoral published an article which stated:

There is nothing new to see in Paris right now but in Nice. The first Mercedes car built in the workshops of Cannstatt has arrived in Nice, and thanks to the cooperativeness of its owner, Mr. Jellinek, all car drivers were able to have a close look at it. We make no secret of our opinion: the Mercedes car is very, very interesting. This remarkable vehicle will be a fearsome competitor in the races of 1901.”

At the Nice racing week in late March 1901 the cars with the name Mercedes demonstrated to a large audience just what they were capable of: with four first-place and five second-place finishes the Daimler cars were in a class of their own  both in the long-distance run, the hillclimb and the mile race. The French manufacturer Panhard & Levassor, who had captured first place in all races of the previous year, withdrew its vehicles before the start.

“We were victorious all down the line: the Mercedes car has been launched. Mercedes was the car of the day,” Emil Jellinek said for the record. Paul Meyan, general secretary of the French Automobile Club, coined the phrase: “We have entered the Mercedes era!”

For until then, although the Germans Carl Benz and Gottlieb Daimler were regarded as the inventors of the automobile, the French were considered the better carmakers. The cream of society was enthusiastic about the new vehicle.

In 1901 the American billionaires Rockefeller, Astor, Morgan and Taylor were among the buyers of the powerful Mercedes cars of DMG. Wilhelm Maybach, of whom Jellinek was convinced that he could “invent on command”, and who was celebrated by the French as the king of constructors, developed the new method of building automobiles further. But Maybach shared the kudos with Jellinek: “You and I are the inventors of the Mercedes car,” he wrote later on in a letter.

Vintage Mercedes Magazine Advertising

Classic advertisements for Mercedes are objects d’art  in their own right.  The illustrators of the time period were quite accomplished and their airbrushed artwork is confident and refined.  Please enjoy our collection.

>> We are also on Pinterest if you’d like to take a look at all things Mercedes!




Mercedes-Benz tpe 300D - 1958
Mercedes-Benz tpe 300D – 1958

f1cce37c96380e018ed5508f8374107a f9eb8c6547439d1383a6b83753ae152e e5c92b53bf67c131df1976d7a79f3671 eeb453eea9d7f434f1b8d16920ffa1a5 da2ece5ad4ab398d72c35a0536c6bcd9 e4c5fd967d59b6997101f337d31cdfb5 d41dc67e4e5f629bd69437af628a115d d8a06f4f8c804acbca453ee9fca243fc c84c9de3fe0106443f56e44ebdb9320d d3a73c35ba73831ec7dbad67013b8403 ba9ad957faef64cf9476ff5e8d91d46d c4a8a2862a8cab3ab63ddf15ba1f9ab2

Mercedes-Benz Typ 300 S Roadster
Mercedes-Benz Typ 300 S Roadster

b7dc9527181d978af736b19fcbecc930 a83478c5548d0ac7958b17e96919ee67 b1de64218506cb22ed822d0994d66205 79420c901ec90425f61282d0f664b392 a4d705acb0ddb1d52bead2c4cca29795 65605b29ea63de913b78889a962df0a7

Mercedes-Benz Typ 300 S Cabriolet A, 1951-55. Prospektzeichnung von 1953.
Mercedes-Benz Typ 300 S Cabriolet A, 1951-55. Prospektzeichnung von 1953.

3690e40167931970193110d002f35597 6598a142cbc44e973f3b401363d58705 9486b626e7cc09ced673f1d505e7587a 916e6d8b86d68a066f54f1f88ac304f0 84a8709e28c37e144b54df5ac8a77b2e 165ad34a4b4546b8730bcaa7a55ce04c

4 R
4 R

17d608133bee2506bfdb399dc4526392 30ae85a69f74c068de33efa1aa3c780f 44c905415c9934bb367d24c3a54b334f 6f48261eb984bf2175d488d931585c55 7ae1b3e14b76211371a1b2adcee0b53c 2a0dbbc52eacb6e35590cd6002d0f113 2e38a9b16ae41b04a676c47adae52ed4 0c3e520b6aaef140a2958a5ba5e530a7