Mercedes-Benz G 600 TE AMG. The name rather says it all. Today we’re very familiar with the concept of AMG-perfected, V8-powered G-Class - indeed, they constitute the bulk of UK sales. But back in the ‘80s, that prospect must’ve seemed as distant as the moon. The fledgling G-wagen, originally developed with military use in mind, was arguably more readily associated with the custom-made Popemobile that Mercedes had delivered to the Vatican in 1979 than fast-paced dune bashing. Or indeed Chelsea tractoring.
However, by the end of the decade, the Dakar rally had become a proving ground for manufacturers with proper off-road motorsport pedigree. Peugeot won in 1987 with Ari Vatanen driving. Mercedes, using AMG as a conduit, eventually decided to horn in on the act, inevitably selecting its teak-tough 4x4 as the ideal desert warrior. Except it wasn’t ideal at all, of course, and required the kind of extensive reconfiguring that would make it suitable for F1 veteran Clay Regazzoni to have a shot at the title.
Most notably, there was the engine. Characteristically, AMG selected the most powerful one on offer, and still insisted that its displacement be increased to 6.0 litres. Thus the G600 earned its name and around 327hp, with 384lb ft of torque on the side for good measure - figures that might seem modest by today's standards but were suitably muscular for a late-'80s rally machine that needed naturally aspirated reliability as much as power.
The engine was repositioned as far back as possible for optimal weight distribution – a crucial consideration when tackling the treacherous dunes of North Africa. By 1990, the standard G-Wagen steel body was ditched entirely in favour of a lightweight cocktail of fibreglass, Kevlar and aluminium, while the underbody received special carbon Kevlar protection to withstand the punishment that would be inflicted upon it.
No less impressive sounding is the 450-litre fuel capacity, split between multiple safety tanks. That's not a typo – we're talking about carrying the equivalent of nine standard fuel tanks, allowing the G600 and its monster V8 to cover vast distances between refuelling points. There was also the small matter of ensuring the car could be operated by Regazzoni, who had been left paralysed from the waist down by a nasty shunt at the 1980 US Grand Prix. Talk about a challenge on top of a challenge.
Ultimately, Dakar proved too much for man and machine. The G600, one of only two or three ever made (depending on who you consult), entered the rally on several occasions, but met with little success. Nevertheless, Regazzoni had obviously become attached to this car specifically, and is said to have campaigned it on several other international rallies before retiring it to his personal collection. Sold following his death, the G600 has since featured in other historical events and apparently stands ready to compete in a few more, assuming its next keeper is brave enough to compete in what is essentially a unique historical footnote. Shame not to though, right?
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