In the midst of the great war, Hans Nibel assumed the responsibilities of chief engineer at Benz in Mannheim. Under Nibel were Robert Staffin, in charge of engine design, and Max Wagner, the chassis man. In wartime, Arthur Berger headed the Benz aero engine development effort, while director of the experimental department was a tall, serious engineer named Willy Walb.
Under Berger’s watchful eye, Walb steadily built a reputation as a perfectionist among a group of perfectionists.
This was the core of the capable crew charged by the board of the Rheinische Automobil und Motorenfabrik AG Benz & Cie with creating a new production car programme in the chaotic economy of post-war Germany. The team set its standards high, seeing no reason why they shouldn’t advance the technology of the automobile with what they and others learned in wartime. The result would be the most radical racecar the world had yet known.
At the first German post-war motor show in September 1921, Nibel and Wagner saw a car that showed a new way forward. On aeroplane builder, Edmund Rumpler’s, stand was a chassis, an open model and a closed version of the car he called the Tropfen Auto (teardrop car), after its uncompromisingly streamlined shape.
Favourable comment
‘Here for the first time in more than 10 years,’ one report glowed, ‘are shown fundamental transformations in the design of the automobile.’ Another noted; ‘these cars attracted immense attention and generally favourable comment, despite their unusual appearance.’
‘Favourable comment’ was music to the ears of the Benz men, who felt 49-year old Rumpler was on the right track. He had married his background as an automotive engineer with his experience as an aviation pioneer to build a precedent-defying automobile that combined a central passenger compartment with a low drag teardrop form, a rear engine and independent rear suspension by swing axles.
Benz took an option on these innovations at the beginning of 1922. Ontourer arrived in Mannheim for experimental work.
