The journey of restoring a classic car is often filled with unexpected twists and turns. For enthusiasts of the Mercedes-benz Ponton, this path can be particularly rewarding, bringing a piece of automotive history back to its former glory. This is the story of one such restoration project, beginning with an unforeseen incident and evolving into a full-scale revival of a 1959 Type 220S Mercedes-Benz Ponton.
It was a typical morning, around 8:30 AM, when tranquility was shattered by a sudden, sharp cracking sound followed by a heavy thud. A large tree limb had succumbed to gravity, landing squarely on the roof of the beloved 220S Ponton. For any car enthusiast, witnessing such damage to their classic vehicle is a moment of sheer dismay.
The initial shock quickly turned into a resolve to restore the Ponton, despite the damage. Having previously sought a car that was ready to drive without needing immediate repairs, the reality of classic car ownership soon set in. Minor fixes and improvements inevitably led to a growing “restoration list”—a common phenomenon for those passionate about vintage automobiles. This list encompassed tasks that, while seemingly minor, spiraled into more extensive undertakings, a familiar cycle for any classic car restorer.
The Inevitable Restoration of a Mercedes-Benz Ponton
The catalyst for a full restoration arrived unexpectedly in the form of a blown head gasket. What started as a simple repair escalated into a comprehensive restoration project. For those familiar with the mindset of a dedicated car restorer, this progression is perfectly logical. It’s a mindset driven by a desire for perfection and a deep connection to the vehicle. Cars are not just machines; they are projects waiting to be fully realized.
This perspective often sets classic car enthusiasts apart. While others might see a car as a finished product, restorers see endless potential for improvement and refinement. This isn’t obsession; it’s a focused dedication to preserving and enhancing automotive history.
Fortunately, the insurance settlement from the tree damage provided a significant boost, offering the financial means to embark on a proper restoration of the Mercedes-Benz Ponton. With the roof and hood now requiring bodywork, the decision to repaint became a natural next step. And if the exterior was to be renewed, the interior deserved the same level of attention. The logic was inescapable: a full restoration was now the most sensible path forward.
A Fortunate Setback Leads to a Webasto Roof Dream
The restoration plan took an exciting turn with the discovery of a 220S Mercedes-Benz Ponton in Arizona. This car, though suffering from “Restorus Interuptus”—a halt in a previous restoration attempt—boasted valuable assets: excellent chrome, straight body panels, and intact brightwork. While the interior was in poor condition, this was a minor concern given the comprehensive restoration already planned.
Initially, the idea was to acquire parts from the Arizona Ponton. However, the seller was unwilling to part out the vehicle, presenting an unexpected opportunity. The price for the entire car was surprisingly reasonable, leading to an impulsive yet strategic decision: purchasing the whole car. Adding to the serendipity, an extra hood was also included in the deal, a potentially useful spare part.
The acquisition of the Arizona car opened up even more ambitious possibilities. A Webasto roof and pillars, located in Pennsylvania, became available. This was a feature long desired, and suddenly, the pieces were falling into place to create a truly unique Mercedes-Benz Ponton.
With two complete Mercedes-Benz Ponton cars, the restoration strategy evolved. Instead of sacrificing the Arizona car for parts, the plan shifted to restoring both vehicles. The vision was to transplant the Webasto roof onto the Arizona car, restore its interior, rebuild the engine and drivetrain, and repaint the exterior. Meanwhile, the original damaged Ponton would receive the roof from the Arizona car, the extra hood, a repaint, and attention to the existing restoration list. This ambitious plan would result in not one, but two running, driving Pontons.
Donor Car Arrival and Interior Disassembly Commences
The “donor” Mercedes-Benz Ponton arrived, albeit with a slight delay due to shipping complications. Unloading the car at 12:30 AM in the rain added an element of adventure to the project’s commencement. Upon closer inspection, the Arizona car exceeded expectations. While the interior was indeed deteriorated, the body was remarkably solid, with only minor surface rust.
The decision to proceed with the Webasto roof transplant on the Arizona car was reinforced. Experiences from other restorers suggested that a full roof transplant would be more effective and yield a more factory-like result. The initial phase of the restoration would focus on dismantling the interior of the donor car.
The first step was removing the seats. The rear seats were easily detached by simply lifting the seat base and sliding out the upper section. The front bucket seats presented a slightly greater challenge. Each seat and rail assembly was secured by eight bolts, hidden beneath the seat’s range of motion. Moving the seat forward revealed the rear bolts, and moving it backward exposed the front bolts. Notably, four of the rear bolts also anchored the spring mechanisms for the seat adjusters.
A crucial aspect of any restoration project, especially for those less experienced with complex mechanics, is meticulous documentation. Detailed records, photographs, and careful labeling are essential. Digital photography has revolutionized this process, offering an invaluable tool for capturing every detail. In the past, using 35mm film was costly and time-consuming, with the risk of discovering missed shots only after development. Digital cameras eliminate this uncertainty and are indispensable for modern restoration projects.
To ensure organized reassembly, every removed part, nut, and bolt was carefully bagged and tagged using ziplock bags and permanent markers. Individual items within bags were further labeled to differentiate left from right, front from rear, or any other relevant distinction. This systematic approach is vital to avoid confusion during the reassembly phase, which can be months or even years later.
With the seats removed and stored, the next task was removing the carpeting. This proved straightforward, involving simply pulling out the old, deteriorated carpet. While this particular Ponton had carpeting in both the front and rear, it’s worth noting that factory Pontons typically featured rubber matting in the front and optional rear carpet. The rubber matting in this car was absent, likely removed during a previous, incomplete restoration attempt. The original factory configuration with rubber matting would be revisited during reassembly.
Lap seat belts, added at some point to the car, were also removed. Although solidly installed, the webbing was deemed unsafe due to age and exposure to the elements. New seat belts would be installed later in the restoration.
Removing the carpet revealed the construction of the floor. The interior cabin floor is a reinforced tub structure with lateral cross braces. The rear floor forms the bottom of this tub, while the front footwells utilize custom-cut plywood or pressboard panels resting between the braces. These panels create a raised floor level for the front occupants.
Next on the agenda was the interior wood trim and headliner. The 220 Sedan model is distinguished by its solid wood trim, unlike the veneer used in two-door Ponton models. Solid wood is more forgiving to restore, particularly when dealing with fading or scratches.
The door wood trim was easily removed by unscrewing and carefully detaching the panels. However, the condition of the wood was poor, warped and cracked from years of exposure to the elements, making salvage unlikely. The screws and felt damper pads were bagged and photographed for reference during reassembly.
Removing the windscreen trim required first detaching the rearview mirror. This was achieved by rotating the mirror 90 degrees upwards, releasing it from a snap fitting. This revealed a bracket with screws that secured the windscreen trim. The wood trim, intended to be two pieces, often came apart into four due to dried glue at the joints. The small biscuits used to join the trim pieces were carefully collected and stored, essential for reassembling the refinished wood.
The headliner removal followed, beginning with the “B” pillar covers, detached by removing trim screws. Next, the hand rails above the doors were removed. Small screws in the center supports were removed first, followed by trim caps at the ends of the bars, revealing mounting screws. The center support posts were then unscrewed and bagged.
Interior lights were removed by popping off the covers and then unscrewing the fixtures, disconnecting the wires, and bagging the components.
Removing the headliner itself presented a challenge. In this case, it was simply ripped out due to its deteriorated condition. However, the original installation method seemed perplexing, with trim strips screwed down over the fabric edges. The headliner bows, steel supports for the fabric, were removed by pushing them towards the rear of the car, allowing them to drop and be flexed out of their support frames. These bows were carefully tagged in order of removal to ensure correct reinstallation.
Throughout the carpet and headliner removal, wearing a filter mask and safety glasses is highly recommended due to the dust, mold, and debris accumulated over decades. The disintegrating bow pads were a particular source of dust.
A fabric-covered cardboard insert below the rear window was also removed. Although the cardboard was damaged by moisture, it could serve as a template for a new piece.
The final task of this initial disassembly phase was the dashboard. The upper dash panel and instrument cluster were already loose from a previous incomplete restoration, simplifying their removal.
The upper dash, originally two pieces of wood glued together, had separated due to weathering. The lower dash panels were removed next, starting with the heater control levers, which simply pulled off. Screws on the glove box door jambs secured the lower wood panels. These panels were removed, revealing the heater and vent control mechanisms.
The glove box doors were then removed. Each door hinge incorporates a spring-loaded mechanism that secures the door open or closed. Removing the doors with the hinges attached proved difficult, highlighting the ingenious but complex design.
The upper radio section, consisting of the bakelite panel, speaker, and tuner, was easily removed, secured by only two screws. The clock was also straightforward to remove, with two nuts holding its mounting bracket and three wires at the back.
The instrument cluster’s primary electrical connection was located under the cowl near the wiper motor. This rectangular bakelite connector, resembling an oversized AC plug, was detached by loosening two small screws.
The oil pressure tube, speedometer cable, and tripmeter cable were then disconnected from the instrument cluster. The temperature sensor lead was detached at the engine sensor and carefully snaked out through the dash.
With the steering column also loose, the dash switches were removed. Chrome and bakelite knobs screwed off, revealing trim rings that secured the switch bodies. Snap ring pliers were used to remove these rings. Each switch and wire was meticulously labeled and tagged, crucial for correct reassembly, especially for the complex headlight switch with its numerous wiring connections. However, in this case, the deteriorated wiring harness would be replaced entirely.
Finally, the dash air vents were removed. These cylindrical vents are held in place by a spring and a C-shaped wire fixture. After detaching the vent hoses and springs, the vents were easily removed.
With all components detached, the upper dash was removed, revealing the steel bulkhead and felt pads behind it. These pads were noted for reinstallation to prevent squeaks and rattles. With the initial phase of interior disassembly complete, the day’s work concluded. The restoration log would continue, promising to address the next challenges, including the humorous question of “How do I get my fingers out of there without a knife?” The Mercedes-Benz Ponton restoration journey was well underway, fueled by passion and meticulous attention to detail.
