CLASSIC DRIVE: Mercedes-Benz 170 Da vs Mercedes-Benz X250d

South Africa has a colourful history with the Mercedes-Benz pick-up. We track down a fully-restored 170 Da and compare it with the Stuttgart-based firm’s one and only LCV from the 21st century, the now defunct X-Class. 

Words Wilhelm Lutjeharms

If you take a tour of the Mercedes-Benz Museum in Stuttgart (an activity we highly recommend), you’ll quickly realise that the company’s founder had an aptitude for designing commercial vehicles. In fact, he could envision almost any kind of motorised utility vehicle, depending on the purpose he had in mind for it. 

• Find a classic Mercedes-Benz for yourself here.

These creations morphed into large commercial vehicles, but also smaller ones built on platforms shared with other models, both for commercial and passenger applications. It is not unlike today, when manufacturers share platforms and drivetrains to achieve economies of scale… the trend started a long time ago!

After decades of being absent from the light-commercial market segment, Mercedes-Benz teamed up a few years ago with the Renault-Nissan Alliance to developed its own pick-up: the X-Class, based on the ladder-frame chassis that underpins the Nissan Navara, as well as the Renault Alaskan. However, we’d soon find out that “commercial” is perhaps not the most appropriate adjective for the X-Class. 

History

But first, let us trace the history of Mercedes-Benz’s light trucks and consider the 170 Da (the last letter of the name refers to the newer version of the 170 D).

This specific 170 Da – chassis number 05280/51– was produced in 1951, as is indicated by its chassis plate. These bakkies were imported in semi-knocked-down condition and assembled in South Africa from where they were exported to other Southern African countries bordering South Africa.

The 170 Da has an unmistakably classic appearance. The front of the bakkie is pure Mercedes-Benz, replete with separate front lights and rounded fenders that merge into the running boards. The flat windscreen is adorned with a pair of simplistic window wipers that jut out from the edge of the cab’s roof, which has neat chrome gutters that funnel rainwater away from the door apertures. 

A peek underneath the ladder frame reveals the front and rear coil spring suspension with a de Dion rear axle, with drum brakes at all four corners. The front of the vehicle is pure passenger car and is reminiscent of cars Mercedes-Benz built at the time, but from the cabin backwards, it is a different story. 

When you see the 170 Da from a distance you can sense that this classic vehicle may have undergone a full restoration, but when you see it up close, you’re left in no doubt about it. The beautiful black mudguards cup the very thin wheels (185/75 R16 tyres), while the bright yellow paintwork (on the body and the wheels) perfectly contrast the black surfaces. Furthermore, the owner has fashioned a very sturdy (and durable) loading bay cover that suits the bakkie to a tee… and makes it seem even more period correct. The “Karoo Crossing III” refers to the third road trip of its kind. Organised by the Mercedes-Benz Club of South Africa, it entailed driving several hundreds of kilometres across one of the most barren landscapes in South Africa. 

After World War II, much of Mercedes-Benz’s equipment and tooling was damaged, but that was not the case with the 170’s. The result was that this range was one of the first to be offered by the company after the war (up to the early-1950s). 

Behind the wheel

The doors are rear-hinged, which makes cabin entry and exit a cinch, almost easier than in modern cars, most of which, of course, have front-hinged items. 

The bench has been reupholstered with perforated light-brown vinyl. Although there is little in the way of lateral support, the seating is comfortable enough with no divider or transmission tunnel between you and your passenger. 

Behind the large steering wheel are three dials that supply fuel level and oil pressure readings, and includes a speedometer (with an odo’) and a clock. The large grey lever forms part of the starting procedure, which is rather interesting in itself.

You first turn the short lever to the left of the steering wheel and wait for the U-shaped wire behind the small mesh grille, higher up on the dashboard, to glow red hot. This indicates that the glow-plugs in the engine are up to temperature and that you can start the engine. Press the start button and the clattering from the diesel engine is immediately noticeable – it transports you, sitting behind the wheel, but also any bystanders, right back to the middle of the previous century.

To the left of your leg the long, bended gear lever is easily within reach. Changing gears is a very mechanical and, frankly, engrossing process. There are no synchromeshes in the gearbox, which means when you change from first to second or into third (top) gear, you need to preferably blip the throttle and have a feel for how and when the gears will engage. It is an utterly involving process, because it’s something that you will never experience on a modern car. After a few shifts I started to acquire a better feel for the ‘box and eventually thought less about the process and actually enjoyed the driving experience for what it is.

The 170 Da has a modest 1.8-litre engine, which develops only 29 kW at 3 200 rpm, so its pace is pedestrian, but during one ascent of a downhill section of road, the Benz was able to hit an indicated 80 km/h. Thankfully, however, you will never be in a rush when you drive this bakkie in this day and age. It is more comfortable to drive than I remember from a model I drove a number of years ago; the tyres, suspension and seat absorbed most of the bumps in the road.

Modern sibling

The (more) modern-day X-Class X250d 4Matic is, as is to be expected, a vastly different vehicle to its ‘50s precursor. There are only two features that the vehicles have in common: both of them have loading bays and bear Mercedes-Benz badges.

Mercedes-Benz has successfully incorporated its familial design on the front end of the X-Class and the interior carries over cues of Benz’s passenger vehicles from the late 2010s. Although this X250d features a number of options such as a reverse camera, tow bar and the styling package, it is clearly a luxurious pick-up: the antithesis of a stripped-out pick-up that exists for purely commercial pursuits. 

• Find a Mercedes-Benz X-Class to buy here.

Under the bonnet is a Nissan-sourced 2.3-litre, four-cylinder turbodiesel engine that delivers 142 kW and 450 N.m, the latter between 1 500 and 2 500 rpm.  Mercedes-Benz claimed it has worked on the engine characteristics and improved a few aspects of the bakkie’s packaging, but the newcomer’s more luxurious cabin and extra sound insulation truly set it apart. What’s more, all that extra sophistication adds a substantial 100 kg (as tested) to the kerb weight versus that of a similar-specced Navara. But that’s what buyers will expect: the X-Class should be quieter (and better overall) than the vehicle on which it is based.

Acceleration figures are not particularly important factors when considering a pick-up, but for the record, the X250d only hit 100 km/h from standstill in a tested 11,0 seconds.

However, the benefit of Mercedes-Benz’s additional R&D in its new-generation bakkie shines through in the outright comfort that the X250d offers its driver and their fellow occupants. The ride quality is on the firm side, but at the same time you experience a reassuringly solid feeling from behind the wheel. 

The gearshift action is not ideal, however. Although the six-speed manual gearbox shifts slickly, the COMAND system’s touchpad and large control knob are right behind the gear lever. Therefore, when you change to second, fourth or even sixth gear, one is quite prone to brush against these components. If you wear a watch on your left wrist, you may quickly damage the expensive parts.

The engine pulls best in its mid-range, from 2 000 rpm onwards. The redline is past 5 000 rpm, but there is little point to pushing the engine past this mark.

Although it’s far from perfect, the X-Class was a good base to build upon. After all, a Mercedes representative admitted the main reason the X-Class was developed on a partner’s platform was that the brand wanted to enter the luxury pick-up market segment sooner rather than later; cost-saving was of lesser concern.  

The X-Class is a huge vehicle – that is if you discount the gargantuan heft of North American pick-ups. You sit high and have a commanding view of the road ahead of you. It was unquestionably one of the most car-like pick-ups on the market and it is no chore to spend a few hours behind its ‘wheel. If offers virtually all the luxury and convenience features that you’ll need.

Summary

Comparatively, the 170 Da needs a lot more effort, in terms of physical exertion, to drive, and I can only presume that at the end of a day’s driving you will be left in no doubt that you’ve spent a protracted period at the helm of a near-75-year old car.

But, there is more interaction between man and machine; you need to be more in tune with the car’s mechanicals systems and, at the same time, be gentle with it.

At the time of my drive, the bold X-Class still needed to establish itself and received a lot of attention on the road, but the cheerful reactions from fellow road users to the 170 Da served as constant reminders that I was behind the wheel of something truly unique. Fellow road users were patient, cars gave the old Benz space on the road and when a hooter was pressed it was not in frustration, but to wave or give a thumbs up – what a pleasant experience.

Specifications: 

Model: 1951 Mercedes-Benz 170 Da

Engine: 1.8-litre, four-cylinder, diesel

Power: 29 kW at 3 200 rpm 

Torque: 96 N.m at 2 000 rpm 

Transmission: 4-speed manual, RWD

0-100 km/h: 50 seconds

Top Speed: 104 km/h

Model: 2018 Mercedes-Benz X250d 4 Matic

Engine: 2.3-litre, four-cylinder, turbodiesel

Power: 142 kW at 3 750 rpm 

Torque: 450 N.m between 1 500 – 2 500 rpm 

Transmission: 6-speed manual, AWD

0-100 km/h: 11.8 seconds

Top Speed: 175 km/h