In the annals of Mercedes-Benz's long and illustrious history, the 170 is one of the most intriguing models; a pre-war design that remained in production right up until the mid-1950s. Naturally, global events disrupted production and forced necessary decision-making at board level - namely the War - but that's fascinating is how Mercedes’ top-selling model in the pre-war period enjoyed a surprisingly long life after the hostilities ceased.

The 170V debuted way back in 1936, a front-engined and rear-wheel-drive sedan powered by the M136 1.7-litre four-cylinder engine that gives the car its name. The side-valve motor was markedly more powerful than 1.7-litre six-pot of the model’s predecessor, offering a handy (for the time) 37bhp and mated to an all-synchromesh four-speed manual transmission. Fast-forward to 1949, and Mercedes-Benz were seeking to add a luxury flagship to the line-up, and the 170S was the result: it was slightly larger, more powerful and a lot more luxurious, and the car you see here is a derivation of that, the 170S B.

…And this is where the story gets really interesting. You see, this is no ordinary S B. This car has an incredible history: it was registered in Berlin in 1951, and had three German owners before being purchased by MI6, when it was registered to MI6 agent Howard Greville. The car was used by Greville throughout the notorious ‘Operation Gold’ in which he worked with George Blake, a man who was later revealed to be a Russian spy. After its official duties were served, the 170 was imported to the UK by Greville in 1956, and given the registration number SXC 29, which it still wears today.

Greville kept the car until 1972, when he sold it to Kenneth Foat who spent the next twenty years giving it a full and thorough concours restoration. The fascinating story is documented in astounding detail within this car’s paperwork file; indeed, this is not just a motor-car, it’s a piece of espionage history.
 

 

The concours-level restoration has really invigorated the aesthetic, the two-tone colour scheme suiting the curvaceous lines perfectly, and the paintwork has been carried out to an extremely high standard. All of the correct chrome trim is in place, and in lovely condition. The doors close with a reassuring thunk and have good shutlines, and the wheels have colour-coded hubcaps.

The thorough restoration work continues to the underside of the car, which all appears to be straight and solid, and the soft-top roof is very impressive indeed: although it’s huge, it’s not unwieldy, and it’s remarkably easy to raise, affix, lower and stow, with the tonneau cover fitting neatly and easily too.

Over the course of the restoration, the interior was beautifully retrimmed to match the fresh exterior makeover. The seats are all in very good condition with no rips, tears or marks. The carpets are equally tidy. The dash sports some very stylish wood veneer along with a fabulous period Siemens radio set, with all the original gauges and switchgear in place; the dashtop-mounted ashtray has its original lighter in situ. The doorcards have been retrimmed to match the new interior, complete with their voluminous storage pockets, and it all presents in show-ready condition.

The restoration work included entirely replacing the engine and gearbox, and these are in fine fettle today. The engine fires up readily and settles into a smooth and even idle, offering all the torque you need as it pulls through the revs. There’s a pleasing theatricality to the act of changing gear, as the shifter is an amusingly lengthy wand, and the gearing itself makes a lot of sense: it’s a four-speed manual, with two fairly short ratios and two very long ones – so it’s equally adept at nipping around town as it is cruising down the autobahn. The brakes feel pleasingly effective, and the car rides very comfortably on its softly-sprung suspension. An impressive mechanical package overall, ready to be used and enjoyed.
 

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