The first 300 SLR fitted with coupe bodywork is displayed at Mercedes-Benz's new museum. After the company's withdrawal from racing, it was used as a road car by chief engineer Rudolf Uhlenhaut. (Photo: Wouter Melissen)

The high-tech rolling chassis was clothed in an open two-seater sports-car body. To save weight, it was constructed from electron, an alloy comprised mostly of magnesium. The rear deck doubled as an air brake with a hydraulically operated system that helped preserve the brakes while adding some downforce to the rear-end during cornering. The slippery shape of the roadster resulted in an impressive top speed of 300 km/h (186 mph).

Two chassis were fitted with coupe bodies, but these were never used in competition. One of the coupes did make several appearances in practice sessions at the end of the season. That car was later used on the road by chief engineer Rudolf Uhlenhaut.

Mercedes-Benz's successful Grand Prix drivers were given double duty in 1955 as they would also represent the German marque in the World Sports Car Championship. Still preparing the new cars, the German team missed the opening rounds. The SLR's debut came at the Mille Miglia, where four cars were entered. Moss and Jenks won the road race a staggering 32 minutes ahead of Juan Manuel Fangio, who amazingly drove solo in his SLR without the aid of a navigator. Hans Hermann and Karl Kling both retired from the race after an accident.

The next round of the championship was the 24 Hours of Le Mans. This race will be forever associated with the 300 SLR as it was Mercedes driver Pierre Levegh who crashed heavily on the main straight. He could not avoid an Austin Healey that swerved to the left to miss a car entering the pits. The debris from the SLR flew into the grandstands, killing 80 spectators, and Levegh also was killed. The car’s magnesium body burned for several hours. When news of the magnitude of the disaster reached the Mercedes team, the cars were immediately withdrawn. At the time, the Moss/Fangio entry led by more than a lap.

Mercedes chief engineer Rudolf Uhlenhaut said that the voluptuous fixed-roof 300 SLRs reminded him of actress Rita Hayworth. (Photo: Wouter Melissen)

During the final two rounds of the Championship in the fall of 1955, Mercedes-Benz returned to their winning ways. At the Tourist Trophy in Dundrod, Stirling Moss and John Fitch won handsomely ahead of two other SLRs. Moss won again at the Targa Florio, this time partnered with Peter Collins. They beat Kling and Fangio by four minutes, and the third-place Ferrari was a further six minutes behind. Despite missing the first two races and withdrawing from the 24 Hours Le Mans, Mercedes-Benz was crowned World Champion at the end of the year. Fangio again reigned supreme in Formula 1.

The tragedy at Le Mans cast a grave shadow over Mercedes-Benz successes and eventually led to the company's complete withdrawal from motorsports at the end of 1955. The company's moratorium on international racing lasted for over three decades.

If they hadn't retired, there is little doubt that Mercedes’ total domination would have continued for quite some time as both the W196 and 300 SLR were well ahead of their time. Desmodromic valves have never taken off in production cars, but the direct fuel injection pioneered in these groundbreaking racing engines is now being incorporated in road cars.

Both Juan Manuel Fangio and Stirling Moss have become icons of Mercedes-Benz racing history, as has Moss' winning 300 SLR with start number 722. The two drivers have often demonstrated these amazing cars around the world.

In 2003, the SLR name was revived in the form of the front-engine Grand Touring road car built by McLaren. Special editions celebrating Moss' victory include the various 722-labeled models and the limited Stirling Moss edition with cut-down windscreens. Don't be fooled though, these cars are SLRs in name only and don't match the original for cutting-edge technology or racing pedigree.

For an 18-photo gallery, see 300 SLR.

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