The Star®-July/August 2023

STAR

MERCEDES-BENZ CLUB OF AMERICA

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HIT THE ROAD

TEXT & PHOTO: Blue Nelson

This 1956 Ponton 190 with a sunroof in Diamond Blue Metallic tours Europe and takes a candid at Carstensen Trucking in Hanewitt, Germany.

MERCEDES-BENZ 300 SL ROADSTER

ON THE COVER

16 ABOUT TURN

The Mercedes F1 team has been courageously open about its failures to the start of the 2023 season and speculations on Hamilton’s future.

24 THINGS OF BEAUTY: A TRIBUTE TO BRUNO SACCO

Bruno Sacco created several icons that marked automotive history, and we celebrate his impact on the legacy of Mercedes-Benz.

34 WON AND DONE

The Penske team dominated the 1994 Indy 500 through many twists and turns for Al Unser Jr. to win with the last Mercedes to ever enter the race.

44 MCPHERSON MOONSHOT

A group of McPherson College alumni set a course to be the center of excellence for students serious about automotive restoration by entering a student-restored Mercedes-Benz into the Pebble Beach Concours d’Elegance.

54 THE BIRTH OF BOOSTING

100 years ago, Mercedes-maker Daimler introduced the first series-built cars to be supercharged.

2023 Monaco Grand Prix | PHOTO: Steve Etherington

KATHRYN G. CARRUTH

Executive Director

CINDY TUMBLESON Administrative Services Manager

RYANNE DIAS

Assistant Business Administrative Manager

NICOLE NOLL

Membership Specialist

KEVIN LESNIEWSKI

Website Project Manager

MIKE REGENNITTER

Publisher

TAYLOR DRAPER Art Director & Layout Design

KARL LUDVIGSEN

SIMON STRANG

European Editors

DAVID ROSE

Reviews Editor

TIFFANY WISMER

TERRY KIWALA Copy Editors

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EXECUTIVE DIRECTOR’S MESSAGE

TEXT: Kathryn G. Carruth

A GLANCE AT MORE MBCA EVENTS COMING IN 2023

What an exciting start to 2023 for MBCA, and the calendar is brimming with many more thrilling events to come!

I’ve enjoyed meeting members at The Boca Raton Concours d’Elegance, and the CARS Club show in McPherson, Kansas, where their Pebble Beach Concours d’Elegance bound 1953 300 S Cabriolet was unveiled to the public. I will be attending a few Section events around the country over the next few months, but there are four national events I’d like to highlight for you:

Legends of the Autobahn is returning to PG Links in Pacific Grove, Cali., on August 17th. We join the Audi and BMW Clubs at this annual Concours, which offers both corral and judged areas, awards for all three featured marques, and an open class for all other Germanmade cars. The show field features displays from manufacturers, sponsors, and vendors, along with lunch and breakfast options. There will be a few fun prizes for people and cars who’ve come the farthest or might even look the “least restored” -sure to be a ton of fun! Thank you to David Abarr and Jon Bernardy for their tireless efforts in making this event great. www.legendsoftheautobahn.org

Mercedes Grande will roll out the red carpet in Indianapolis, Ind., September 7-10th. RUN to your computer and grab tickets NOW! This event is a sure sell-out with four spectacular days of MercedesBenz cars, people, driving, lifestyle, tech tips, track, and culture. Roger Brummett from the Indiana Crossroads Section has done a fabulous job of showcasing the gorgeous city of Indianapolis and ensuring you will have the most GRANDE time ever at an MBCA event. Check out www.mercedesgrande.org for all the details!

Back to Roots in Stuttgart, Germany, September 11-17th. This glorious trip includes six hotel nights with most meals, admissions, taxes, and gratuities included. English-speaking MercedesBenz and MBCA hosts will join in the fun. Our outstanding members, Cliff Reyle and Chuck Stanford, are graciously organizing all the details. Book your flights and come experience the roots and heritage of Mercedes-Benz in Germany; visit www.mbca.org/travel for the details.

Formula One Fans, let’s get together! We have opportunities to join other Mercedes Fans at the track through very bespoke packages, or you can live the excitement through our Fantasy

League at https://fantasy.formula1. com/en/leagues/join/C8QJDZ41V01.

I’m also very keen to see Mercedes-AMG Petronas F1 watch parties around the States and Canada in your favorite local venues. If you’re meeting up with your Section or friends, take a lot of pictures, and please use #MBCAf1watch on all your social posts.

Most importantly, celebrate your enthusiasm for Mercedes-Benz at your local and regional events; check out the calendar and get involved with MBCA! We are working hard to upgrade systems and structure, and we appreciate your patience and passion.

On a different note, I’d like to honor and thank Doug Geganto for his service to MBCA. Doug has decided to step down as National President as he focuses on family and health. It has been a pleasure working with Doug; he’s quick to smile and make challenging situations seem surmountable. Thank you, Doug and the staff, and I wish you the very best.

ABOUT TURN

TEXT: Simond Strang

In the week running up to Formula 1’s showcase Monaco Grand Prix at the end of May, the Mercedes AMG Formula 1 team finally introduced the much-vaunted aerodynamic and mechanical ‘re-set’ to its thus-far recalcitrant 2023 W14 challenger.

It marked a poignant flag in the sand for the Brackley-based outfit. A physical manifestation of team principal Toto Wolff’s declaration back in March that the unique ‘zero sidepod’ concept Mercedes had pioneered since the onset of the new ground-effect-reliant regulations (at the beginning of 2022), was not going to yield the kind of results expected of it.

Whether the upgrades would save Mercedes’ 2023 season from being victory-free was still being determined when the STAR went to press since we only had the outlier Monaco circuit to gauge it with. But certainly, the team and Wolff were keen to manage expectations of its immediate impact on a campaign thus far dominated by Red Bull Racing in a manner not dissimilar to the Silver Arrow’s recent glory years.

More importantly, though, the update set the foundations for a new Mercedes design philosophy for the foreseeable future.

It’s a Wrap

The changes to the W14, initially scheduled for the canceled Emilia Romagna Grand Prix at Imola following the tragic flooding in the region, were significant. Among the new items on the car were its reshaped side pods with a more traditional undercut (as used by Red Bull and Aston Martin to great effect); new front suspension and geometry; and a redesigned floor (which in modern F1 can account for more than 50% of the overall downforce generation) as well as a new rear wing.

The look and feel of the car’s silhouette now resembled much of the rest of the field, with long side pods (partly enveloping the unique forward-mounted Side Impact Structures previously being used as innovative winglets). The sidepods encapsulate a gulley along the top and an undercut to channel high-pressure air in a more

‘conventional’ attempt to seal air pressure under the car, achieving ground-effect downforce. But as Wolff pointed out in Miami, “We are already more than 12 months behind our rivals”. And not only that, the updates are, to an extent, a compromise.

The fundamental problems with the W14 can be traced back to its problematic predecessor, the W13, the original zero-sidepod pioneer. It was designed to create significant downforce from its surface, using the wide exposed floor to seal the underfloor airflow through a difference in air pressure. The team’s arithmetic was compelling, but that was before the unforeseen ‘porpoising’ phenomenon laid waste to its plans.

Several fixes were hastily built-in to make the car more drivable through 2022. The team even managed to win in Brazil with George Russell. This resurgence, along with the tantalizing data-based oasis on offer should it navigate the myriad issues with a redesign through the winter, encouraged Mercedes to continue with an informed version of the zero-sidepod car into 2023. But by Bahrain this year, it was clear the simulation data had been a cruel mirage, and by removing the inherent issues causing the ‘porpoising,’ the ultimate limitations of the concept were laid bare. Red Bull had stolen a march.

Moreover, Lewis Hamilton revealed that the forward positioning of the cockpit, designed to accommodate the concept, had muted his feel for the car. For a racing driver, that’s like driving blind. The team must continue with the monocoque that hosts the cockpit for the rest of the season. This means upgrades pushing the ‘undercut concept’ can only affect so much change in the short term, and of course, it will take time to build up the required learning that leads to the meaningful development already acquired by Mercedes’ rivals. This is partly why Wolff does not expect these changes to be a “silver bullet” for the team’s 2023 season.

“From my experience,” he said, “they do not exist in our sport. We hope that it gives the drivers a more stable and predictable platform. Then we can build on that in the weeks and months ahead. F1 is

2023 Spanish Grand Prix –Stephen Reuss

tough competition and a meritocracy. We are not where we want to be, but there’s no sense of entitlement. It’s just about hard work to get us to the front.”

Shuffling the Deck

Since returning to F1 as a works team, Mercedes has been courageously open about its failures. It’s a by-product of the no-blame culture Wolff has engendered within the organization, promoting a fearless sense of responsibility that allows people to hold up their hands without prompting termination. This solution has served Mercedes well through the challenging moments during eight consecutive seasons of championship glory. It has arguably allowed it to identify blind alleys like the one it’s currently reversing out of more quickly.

And it is in this spirit that Mike Elliott voluntarily relinquished his technical director role and handed it back to its former incumbent, James Allision, just before the Azerbaijan Grand Prix in the middle of April. Elliott, in turn, took Allison’s role as Chief Technical Officer.

Allison is a battle-hardened garage champion. At the forefront of the charge that led Mercedes to several of its 15 world championship titles, having joined the team from Ferrari in 2017, Allison stepped away from the technical director role in 2021. He dovetailed his Mercedes responsibilities while becoming Chief Technical Officer of the Ineos Team UK America’s Cup yacht venture.

“What Mike’s assessment was, and the introspection is really admirable, is that with James, we have a gladiator on the field, and the troops are going to go through the fire for him and with him,” Wolff explained to UK motorsport news brand Autosport. “Mike came to the conclusion that the way he approaches things,

his skill set, is best utilized in developing the organization going forward: from technical capabilities to human capabilities and putting together the structure that can be successful for many years to come.”

Form is Transient; Class is Permanent

Despite these changes and an incalcitrant and inconsistent car that has undermined the confidence of both drivers, Mercedes continued to punch its way through a sequence of grand prix that took place on temporary circuits (Melbourne, Azerbaijan, and Miami), using all its nous and guile to make the most of race opportunities. It was an area where the impact of some of the W14 deficiencies appeared to be reduced.

The Australian Grand Prix was chaotic and featured three red flags. In the early running, George Russell looked the more likely of the two Mercedes to challenge Red Bull. He started the race on the front row alongside world champion Max Verstappen and even managed to lead the opening laps as the Red Bull struggled to engage its tires quickly. Russell pitted under an early Safety Car to clear up Alex Albon’s crashed Williams, but when that turned to a red flag, all his hard work was undone. He raced back through to fourth before a rare power unit failure forced his retirement.

From Australia, F1 moved to Azerbaijan, another street circuit that often produces fireworks, though not in this case for the most part. This year’s edition also featured F1’s first standalone Sprint Race that no longer contributes to Sunday grid positions. Russell demonstrated his feisty side and raced past Verstappen in the opening skirmish of the 17-lap race, now complete with its own qualifying session and points system).

2023 Canadian Grand PrixSebastian Kawka

And so to Miami, which surfed the wave of unprecedented F1 popularity in the US. No less than 270,000 people attended the grand prix weekend on a circuit built in and around the Miami Dolphins Hard Rock Stadium complex. That is a phenomenal turnaround for the sport in America, given that Sunday-only ticket prices averaged $645-per-head and that no less than 180,000 feet stepped through the gates. Especially when you consider that pre-Covid 19, CETA’s place on the calendar looked precarious (F1’s position in the States not only seems assured long term, it was exploding). And we’ve yet to visit Las Vegas!

Loyalty and Honour

When F1 arrived in Monaco, having had an additional week to prepare because of the enforced cancellation of Imola, Mercedes was very much in the spotlight. Not just because the car was expected to look different or because of news of the team’s plans to implement a £70m upgrade to its headquarters that included a new health and wellbeing center, a gateway marketing building at the entrance to the site enabling further expansion of the design office facilities in the main technical center, and a brand-new parking area. It wasn’t even the announced plans to reduce carbon emissions by 60% by using biofuel on its trucks through the European sections of the 2023 season.

No. This time, Hamilton was very much in focus because it was contract renewal time. It’s not unusual to see stories in the media linking him to a switch during these phases of his Mercedes relationship. But in this instance, the links to a £40m Ferrari contract pulsed strongly through the paddock. He is, of course, free to choose his destiny, and neither he nor the Italian marque are particularly happy with their results of late. But all this would be to overlook the obvious.

While it’s now 29 races since Hamilton last won a grand prix or started from pole position, it’s also important to understand that each of his 103 victories and poles, seven world championship

titles, and 62 fastest laps. Indeed, every decimal of his career-total 4474.5 points has been achieved with Mercedes power. That’s astonishing loyalty from statistically the best driver F1 has ever known. Moreover, Ferrari’s competitive position is no stronger than Mercedes’, and there is arguably more rebuilding to be done behind the scenes than at Brackley.

Lewis was quick to shut down the speculation: “Naturally, when you are in contract negotiations, there will always be speculation, and ultimately, unless you hear it from me, then that’s what it is.”

Asked if he was more likely to consider options given the recent results, he replied: “It doesn’t have a bearing because we are still a championship-winning team. It’s just we have the wrong car; some decisions have been made over the past two years that have not been ideal, and we are working our way through that. I have a great team in the background doing all the [negotiating] work so I can focus fully on the job at hand. I say what I want, and that’s what we are working towards, hopefully in the coming weeks.”

For Wolff’s part, he was “never in one millimeter of doubt.”

On-track, both drivers expressed their happiness with the improved feel of the refreshed W14, though with the caveat that Monaco was neither the circuit to draw any conclusions from nor necessarily the best place to implement such changes given the tight and bumpy nature of the track. That data would come a week later in Spain.

“Coming into the weekend, I didn’t know where we would stand,” he said. “To come out with fourth and fifth is great. I want to say a huge thank you to everyone back at the factories for pushing and bringing these upgrades. It’s been so much work to bring those here. It was difficult to know how the upgrades were performing. There are lots of bumps, and the car feels very stiff, so it’s tricky. Barcelona, though, is probably the best test circuit we could ask for to learn more about our package. I’m looking forward to seeing how the car reacts.”

2023 Canadian Grand PrixSteve Etherington

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Things of Beauty: A Tribute to Bruno Sacco

TEXT: Tiffany Wismer

Ludvigsen Partners/Gianni Berengo Gardin

WWhy, when modern cars are safer, more gas-efficient, and more technologically advanced, are so many of us still drawn to that vintage look? What makes us willing to forgo updated aerodynamics and impressive electronics in favor of analog dashboards and the slightly dangerous romance of a car without airbags? It’s a rhetorical question, and the answer is simple: beauty.

In Endymion, the poet John Keats wrote: “A thing of beauty is a joy forever: its loveliness increases; it will never pass into nothingness.” This definition of beauty certainly applies to Bruno Sacco’s Mercedes-Benz designs, which never seem to lose their appeal.

When it comes to the world of automotive design, few names carry as much weight and influence as Bruno Sacco. With a career spanning over four decades, Sacco played a pivotal role in shaping the iconic design language of Mercedes-Benz. His commitment to timeless elegance and attention to detail revolutionized the automotive industry, leaving an indelible mark on the brand’s rich history. In this article, we will delve into the fascinating life and achievements of Bruno Sacco while exploring the specifications of some of the most iconic MercedesBenz cars he designed.

Bruno Sacco was born in Udine, Italy, on November 12, 1933. His passion for design emerged at a young age. In an interview with Mercedes-Benz.com, Sacco revealed that he was eighteen when he first thought of being a car designer. On a bike ride in 1951, he passed a Raymond Loewy-styled 1950 Studebaker Commander Regal in Tarvisio. He described being unable to stop thinking about the car. He “knew [his] life had been decided.” He pursued his education, studying mechanical engineering at the Polytechnic University of Turin, and began to seek work as a coachbuilder. Sacco’s creative prowess and technical aptitude soon caught the attention of renowned automotive manufacturers, and he joined Mercedes-Benz in 1958 as a body engineer.

Sacco’s exceptional skills and unwavering dedication propelled him through the ranks at Mercedes-Benz. In 1975, he assumed the role of Head of Design at the company, marking

the beginning of an era defined by his visionary approach. Sacco was tasked with modernizing Mercedes-Benz’s design language while staying true to the brand’s heritage and principles.

One of Sacco’s defining characteristics as a car designer was his unwavering commitment to achieving a harmonious balance between aesthetics and functionality. He believed the form should always follow the function, resulting in designs that seamlessly blended style and practicality. Sacco soon earned a reputation as a design maestro.

The iconic Mercedes-Benz cars designed by Bruno Sacco not only inspire car purists but have made their way into popular culture as artistic landmarks that defined an era.

One of Sacco’s most significant contributions to the MercedesBenz lineup was the design of the W126 S-Class, which became the epitome of luxury and engineering excellence. Characterized

by its clean lines, elegant proportions, and sophisticated presence, the W126 set a new standard for executive sedans. The car’s aerodynamic shape, with flush-fitting glass, contributed to its impressive fuel efficiency and reduced wind noise. The Mercedes-Benz W126 S-Class, introduced in 1979, epitomized the luxury and cutting-edge technology of its time. Its g raceful lines and understated elegance made it the ultimate status symbol. This iconic car found its way into several notable films, including “Wall Street” (1987), directed by Oliver Stone. In the movie, the ruthless corporate raider Gordon Gekko, portrayed by Michael Douglas, cruised through the streets of New York City in a sleek black W126, perfectly capturing the essence of power and opulence.

The W124 E-Class was another notable creation by Sacco that left an indelible mark on the automotive industry. Emphasizing

Bruno Sacco, born in Udine (Italy) on November 12th,

1933.

Mercedes-Benz AG

both style and practicality, the W124 boasted a refined, angular design with well-defined edges and carefully sculpted surfaces. The attention to aerodynamics resulted in reduced drag and improved fuel efficiency, making it a benchmark in its segment. The Mercedes-Benz W124 E-Class unveiled in 1984, combined refined aesthetics with unparalleled engineering. Known for its durability and timeless design, it became a favorite choice for filmmakers seeking a touch of sophistication. One remarkable appearance of the W124 E-Class was in the 1995 film “The Net,” starring Sandra Bullock. Bullock’s character, a computer programmer, embarks on a thrilling adventure while evading her pursuers in a stylish silver W124 E-Class, symbolizing her resilience and resourcefulness.

Sacco’s genius was further showcased in the design of the Mercedes-Benz W201 190E, a compact luxury sedan that exuded elegance and sportiness. The 190E boasted a sleek silhouette, a

gently sloping hood, and a distinctive front grille. Sacco’s keen eye for proportion and his ability to blend curves and angles harmoniously resulted in a timeless design that continues to turn heads today. The 190E’s aerodynamic design and advanced technology made it a standout choice for both racing enthusiasts and discerning drivers. In the 1985 action-packed film “Nighthawks,” Sylvester Stallone took the wheel of a MercedesBenz W201 190E, chasing criminals through the streets of New York City. This exhilarating car chase added an extra layer of excitement to an already captivating storyline.

The R129 SL-Class, designed under Sacco’s watchful eye, redefined the concept of a luxury sports roadster. Its smooth and curvaceous lines, retractable headlights, and athletic stance created an iconic presence. The R129 is the epitome of timeless design, effortlessly blending elegance and performance in a way that transcends generations. The Mercedes-Benz R129 SL-Class,

Bruno Sacco with a Mercedes-Benz series 201 compact class car model, produced from 1982 - 1988. Mercedes-Benz AG

introduced in 1989, redefined the concept of a luxury convertible. Its sleek lines and innovative features captured the hearts of car enthusiasts and moviegoers alike. In the 1999 romantic comedy “Runaway Bride,” Julia Roberts, portraying the free-spirited Maggie Carpenter, drove a stunning white R129 SL-Class. The car’s allure perfectly complemented Roberts’ charismatic character, adding a touch of glamour to the on-screen romance. According to Sacco, the R129 has “the perfect profile,” especially when the roof is closed.

Throughout the history of cinema, Mercedes designs have become synonymous with luxury, elegance, and sophistication. Among the elite group of automobiles, the Mercedes-Benz models designed by Bruno Sacco hold a special place. From the majestic Mercedes-Benz W126 S-Class to the sleek MercedesBenz W124 E-Class, the captivating Mercedes-Benz W201 190E, and the timeless Mercedes-Benz R129 SL-Class, Sacco’s

masterpieces have graced the silver screen alongside Hollywood icons and renowned celebrities.

Aside from their appearances in films, Mercedes-Benz cars designed by Bruno Sacco have also found favor among real-life celebrities. Renowned Hollywood stars like Arnold Schwarzenegger, Clint Eastwood, and Michael Caine have been avid Mercedes-Benz enthusiasts. These iconic vehicles have become a symbol of success and style in the entertainment industry, adorning the garages of numerous stars. The R-129 held a significant meaning for Princess Diana, representing her newfound independence following her separation from Prince Charles in 1992. The purchase of the car was seen as a statement of her individuality and departure from traditional royal protocols.

The films featuring Mercedes-Benz cars designed by Bruno Sacco have left an indelible mark on cinematic history. The Mercedes-Benz W126 S-Class, W124 E-Class, W201 190E, and R129 SL-Class have become meaningful cultural icons. As Hollywood stars and celebrities

Ludvigsen Partners/Gianni Berengo Gardin

embraced these vehicles on and off the screen, they further solidified the Mercedes-Benz brand’s association with wealth and prestige. Bruno Sacco’s remarkable designs continue to captivate audiences and remind us that these cars are not just means of transportation but also works of art that have become part of our collective imagination.

We continue to be obsessed with Bruno’s designs, and that love is perhaps part of an even larger phenomenon. As Artificial Intelligence permeates every area of consumable culture—film, music, writing, fashion—we are wistfully looking backward toward a time when everything was more human.

The Millennial generation (of which I am part) is notoriously fascinated with storytelling, imagination, and things humans build with t heir own two hands. From craft gin to vintage clothing to a return to small farming and folk music, we are a generation (like many others before us in history) that has responded to burgeoning modernism with stubborn romanticism.

Technology is a practical beauty. She can do anything--and do it faster and better than her older sisters. But she’s lost some panache. In modern cars, we find so many truly good things, things we genuinely need. But something of the charm, character, and danger of cars is missing. Something undefinable has gone, and we feel it.

Later in the same poem, Keats writes that despite all the “unhealthy and o’er-darkened ways made of our searching,” a shape of beauty “moves away the pall from our dark spirits.” Bruno Sacco, riding his bicycle through the streets of Italy and dreaming about car design, saw that shape of beauty and communicated it to us. His unique designs gave us something joyful that can’t be replaced by convenience, safety, and sleekness.

We are living on a knife’s edge of history. Most of us still remember an analog world with curly telephone cords and roll-down car windows while simultaneously learning to accept the positive benefits of the digital world. We are standing between those two worlds—or perhaps driving a road between them—and our chosen vehicle is a Bruno Sacco-styled Mercedes-Benz.

Bruno Sacco retired from Mercedes-Benz in 1999, leaving a profound legacy and an enduring impact on the brand’s design philosophy. His meticulous attention to detail, emphasis on aerodynamics, and ability to create designs that stood the test of time influenced generations of car designers worldwide. Sacco’s designs continue to be celebrated and revered as automotive masterpieces. His remarkable journey as a car designer revolutionized how we perceive automotive aesthetics. Through his timeless and elegant designs, he redefined the identity of Mercedes-Benz and solidified the brand’s position as a beacon of luxury and sophistication. Sacco’s passion, creativity, and commitment to excellence continue to inspire designers, ensuring his legacy lives on in the future of automotive design.

“To me, driving a car means total freedom,” says Bruno. But he still uses a map.

Ludvigsen Partners/Gianni Berengo Gardin

WON & DONE

TEXT: Kate Shoup

PHOTOS: Motorsports Images

The “Gray Ghost.” That nickname was given to the Mercedes Grand Prix racing car piloted by Ralph De Palma in 1912. That year the steely machine dominated the second-annual Indianapolis Motor Speedway International Sweepstakes 500-Mile Race. After leading 196 out of 200 laps, and with the second-place car—driven by Joe Dawson—trailing by more than eleven minutes, De Palma no doubt believed victory was certain.

You probably know where this is going: Victory wasn’t certain. With just four laps remaining, a connecting rod inside De Palma’s Mercedes engine snapped. De Palma coaxed the convulsing car a few more miles. But on the second-to-last lap, as it rounded turn four onto the main straight, the Gray Ghost expired. The Gray Ghost did cross the finish line (one lap short)—powered not by its Mercedes motor but by De Palma himself. Assisted by his riding mechanic, the distraught driver pushed the ruined roadster the rest of the way to the tape, watching helplessly as Dawson paraded past for the win.

This memorable finish highlights two valuable lessons. One, dominating is great, but winning is what matters—and you can’t win if you don’t finish. (De Palma and Mercedes would finally

accomplish this at Indy in 1915.) And two, sometimes you have to push—really push—to achieve a difficult goal.

Apart from De Palma, perhaps no figure in Indianapolis 500 history has digested these two lessons as fully as Roger Penske.

Penske attended his first Indianapolis 500 in 1951 at the age of 14. “I came to the Speedway with my dad when I was a young guy and had a chance to see the cars and be here at the racetrack and see the spectacle,” Penske told motorsports journalist Bruce Martin. “I guess I was bitten at that point.” (Martin, Roger Penske Feeling Hale at Another Indy 500 as Indianapolis Motor Speedway’s Owner 2023)

During the early 1960s, Penske raced sports cars. He was good at it—so good he earned an invitation to drive in the Indianapolis 500. But he turned it down. (“It’s too dangerous,” he told Sports Illustrated in 1963.) (Rogin 1963) He preferred to compete at Indy in a different capacity: as team owner of Penske Racing (now Team Penske).

Between 1969 and 1993, Penske Racing won Indianapolis nine times. But Penske wanted more. He wanted to dominate—to win at Indy in such a decisive fashion that his competitors would be crushed. But how?

“From his first foray into racing,” writes Jade Gurss in his book Beast, “Penske had a finely tuned eye for the rulebook.” Constantly seeking what he called the “unfair advantage,” Penske scrutinized every word “for a loophole or gray area to exploit in search of victory.” (Gurss 2014) Eventually, he found one.

Back then, IndyCar—an open-wheel racing series with several events, of which the Indianapolis 500 was by far the most consequential—was governed by an organization called Championship Auto Racing Teams (CART). CART mandated the use of turbo V8 overhead camshaft (OHC) engines. But for various complicated reasons, the Indianapolis 500 had a different governing body: the United States Auto Club (USAC). To tempt more automobile manufacturers to compete at Indy, USAC permitted the use of turbo V6 pushrod engines—if they contained mass-produced parts designed for passenger vehicles. These “stock-block” motors were cheaper to manufacture than purpose-built racing engines and often yielded innovations that applied to standard road cars.

Compared to the V8 OHC engines mandated by CART, these V6 pushrod motors lacked power. To compensate, USAC developed an equivalency formula to allow the pushrod engines greater displacement (209.31 cubic inches versus 161.71 cubic inches) and higher turbo boost (55 inches versus 48 inches) than their CART counterparts. Greater displacement plus higher boost equaled more oomph.

This equivalency formula enticed Buick to develop a stock-block pushrod engine for use at Indy during the mid-1980s. Buick-powered cars were crazy fast and usually qualified well—like in 1985 when Buick drivers Pancho Carter and Scott Brayton qualified for Indy one and two. But the Buicks lacked durability. Mechanical issues sidelined both Carter and Brayton by lap 20 of that year’s race.

To resolve these durability issues, Buick lobbied USAC to eliminate the requirement to include production-based parts in their Indy-bound pushrod engines. That way, Buick engineers could make improvements to the existing engines that were not possible using mass-produced parts. In 1991 USAC quietly struck the “stock-block” language from its rulebook.

This small modification—intended to assist Buick—had a secondary effect: It opened the door for everyone else to develop a superior purpose-built pushrod racing engine from the ground up—one that capitalized on USAC’s equivalency formula but was durable enough to cover five-hundred miles. If they noticed the subtle rule change, most CART teams ignored it because developing a purpose-built pushrod engine for use only at Indy didn’t make financial sense. But Penske Racing wasn’t like most teams. Penske did notice the rule change—and he knew what it meant. Penske Racing could develop an engine that could both dominate and finish. This was precisely the type of “unfair advantage” Penske was looking for.

In June 1993, Penske met Mario Illien and Paul Morgan for dinner. Illien and Morgan owned a British racing engine manufacturing company called Ilmor, in which Penske held a stake. The men had gathered to celebrate their success at the Indianapolis 500 the previous month—won by Penske Racing pilot Emerson Fittipaldi powered by an Ilmor engine. During the meal, Penske floated his “unfair advantage” idea by Illien and Morgan. As it happened,

Illien and Morgan had already entertained a similar thought. Even before the check was paid, the trio had agreed: Ilmor would develop a new pushrod engine for the 1994 Indy 500, and Penske Racing would run it.

This bordered on lunacy. “Keep in mind the sheer amount of work to get from a blank piece of paper to an engine,” Ilmor engine designer Philip le Roux told Gurss. Apart from the major components, “every nut, bolt, washer, and O-ring must be decided, and calculated for size.” (Gurss 2014) This explains why shepherding a brand-new racing engine from the drawing board to the dyno typically consumes at least nine months. From there, six or more months of on-track testing is needed. But a short and immutable deadline loomed over the group responsible for developing the 265E (the engine’s original name): the 78th running of the Indianapolis 500 on May 29, 1994—just over 11 months away. To hit this target, the 265E team would have to push as hard as De Palma had when he heaved the Gray Ghost to the line all those years before.

They’d have to keep mum about it, too. If other teams or engine manufacturers caught wind of the 265E, they might launch similar projects. Worse, if USAC found out, it might ban the engine altogether. Those few trusted employees who were in on the project could speak of it to no one—not even their own families. (“If you say anything to anyone,” Penske told them, “it’s like cutting your paycheck in half.”) (Gurss 2014) To maintain secrecy, Penske even

installed the crew responsible for assembling the 265E in a clandestine garage away from team headquarters, where they worked t hrough the night in semi-darkness.

Then there was the cost. Developing a new engine is a costly undertaking. When presented with the price in September 1993, General Motors (GM)—which, like Penske, maintained a stake in Ilmor—balked. So, Penske and the Ilmor partners invited Mercedes-Benz to buy GM’s stake in the company and bankroll the development of the 265E.

It might have seemed an odd choice. A Mercedes-powered race car had won Indianapolis only once (in 1915, with De Palma behind the wheel), and no Indy 500 entry had run a Mercedes engine since 1948. But to Mercedes-Benz Motorsport executive Norbert Haug, “Winning the Indy 500—that means something.” So, “It was easy to say yes when Ilmor suggested [the partnership] to us.” (AMG Petronas Formula One Team 2019)

In just 26 weeks, Ilmor and Penske Racing designed and built its first specimen of the 265E—eventually rebranded the MercedesBenz 500I. The engine met USAC’s specifications to the letter. But its first turn on the dyno revealed a problem: Illien had calculated that the engine would generate 940 horsepower (Hp), but the 500I peaked at 850 Hp. Some innovative improvements quickly fixed the issue. Soon the 500I surpassed Illien’s predictions, delivering 970 Hp on the dyno. Adjusted for “real-world” conditions, this

amounted to a whopping 1,024 Hp—200-plus horsepower more than the competition.

The 500I had power. But was it reliable? More specifically, could it cover a full five-hundred miles? To find out, the team mounted the engine into a Penske PC-23 chassis and commenced on-track testing.

The first on-track test occurred on February 20, 1994, at Nazareth Speedway—a tri-oval short track just outside Nazareth, Pennsylvania. Penske chose Nazareth not because it offered ideal conditions (when the crew arrived for testing, it was freezing cold, and snow blanketed the track) but because he owned it and could therefore guarantee privacy. Well, almost. Mario Andretti lived a mile from the Speedway—close enough to hear on-track activity. Years later, he claimed to have heard this test but that he “never put that much weight in it.” (Gurss 2014)

Day-one driving duties fell to Al Unser, Jr. Unser had signed with Penske Racing in the fall of 1993 after winning the Indianapolis 500 the previous year. First, Unser—cold as a Sno Cone in the car’s nose cone—completed several installation laps. Then he pressed the throttle. “It had a lot of power,” Unser recalled. “It was a strong engine.” But “We couldn’t put any real lap times together because it was so cold.” (Gurss 2014)

More test days followed. Between late February and early May, all three drivers in the Penske Racing stable—Al Unser, Jr., Paul Tracy, and Emerson Fittipaldi—repeatedly pushed the 500I to its limits. And each of those drivers shared the same view: From a power perspective, the engine was awesome. Fittipaldi was so impressed with it that he dubbed it “the Beast.” Like with the Gray Ghost, the nickname stuck.

But the Beast had problems. The most common was the failure of the gudgeon pins that attached the piston to the connecting rod. Others pertained to the Beast’s extreme torque. And the electronic control unit (ECU)—responsible for coordinating engine functions—frequently went on the blink. As a result, the Beast still hadn’t completed five-hundred miles in one go. Eventually, the engineers at Ilmor and Penske Racing vanquished these and other gremlins. And finally, on May 7, Unser turned five-hundred miles while testing at Michigan International Speedway (MIS).

Incredibly, for all this time, during all this testing, the Beast had remained secret. No one had leaked the news. Penske unveiled the engine on April 13 to a flabbergasted paddock. “We knew we had no chance,” Andretti recalled. (Gurss 2014) Team owner Dick Simon agreed, telling one reporter, “I know that engine will run away with everything.” (Gurss 2014) But few argued that Penske and Ilmor had violated the spirit or the letter of USAC’s rule. “Roger and Ilmor took full advantage [of the rule],” Andretti conceded. “And kudos to them for it.” (Gurss 2014)

The Beast’s supremacy was not a foregone conclusion, however. Sure, the Beast-powered Penske PC-23s sliced down the straightaways “like a hot knife through butter,” Illien said. (Howard n.d.) But they sawed through the corners like a blunt blade at best. Would the Beast ultimately fail at Indy the way the Gray Ghost had?

Yes and no. Paul Tracy’s performance at the Speedway was underwhelming. After qualifying twenty-fifth, he retired from the race before the halfway point due to a blown turbo. But Al

Unser, Jr. and Emerson Fittipaldi fared better. They qualified first and third and positively dominated the field on race day. With fewer than 20 laps to go, a one-two finish—with Fittipaldi leading by nearly a lap—seemed certain.

You probably know where this is going.

On lap 185, Fittipaldi learned the same painful lesson De Palma did, the one that Roger Penske had long since digested: Domination be damned, you can’t win if you don’t finish.

While attempting to lap Unser, Fittipaldi went low, got loose, and smacked the outside wall in turn four. Unser easily cruised to the win. Only one other driver—Jacques Villeneuve—finished on the lead lap. “For us to come here with that engine and win the race was absolutely amazing,” Penske later told Martin. (Martin 2019) For only the second time in history, a Mercedes engine won Indy.

The feat would not be repeated. Under pressure from other teams and manufacturers, USAC revised its regulations around pushrod engines. V6 stock-block pushrod engines that contained production parts would still be allowed 55 inches of turbo boost. But USAC reduced the boost for purpose-built pushrod motors like the Mercedes-Benz 500I to 48 inches. Soon after that, pushrod engines were banned outright. Penske’s “unfair advantage” was gone.

The Beast slayed the field in the biggest race of all. But it would never roar again.

See Al Unser Jr. in Indianpolis

Al Unser Jr., the only person to ever win the Indy 500 in a Mercedes car, will be speaking at Mercedes Grande Indianapolis on Thursday, September 7th at 9 am. Al Unser Jr. will be addressing the crowd at the Indianapolis Downtown Hilton Inn & Suites. His talk will kick off the Tech Talk events.

Don’t miss the chance to see Little Al speak this year at Mercedes Grande. MBCA’s unprecedented four-day national event will be unlike any you’ve experienced before. Register today for the Tech Talks—including Al Unser Jr.’s talk—and prepare to spend a fun and relaxing weekend celebrating all things Mercedes-Benz. Register with your family and friends today and get ready for a memorable time together.

For more information, visit mercedesgrande.org or flip to page 69.

MCPHERSON MOONSHOT

TEXT: David Engelman PHOTOS: McPherson College

The current McPherson College team members gather around the resotration project – from left: Colby Marshall, Matthew Kroeker, Brian Martin (crew chief), Andrew Schaefer, James Pawlak, Victoria Bruno, Austin Cooper, Jeremy Porter, Ben Wiebe, Conrad Gramckow.

For over 40 years, the McPherson College automotive restoration program has been a virtual launching pad for students interested in turning their love for the automobile into a career.

First chartered in 1887, McPherson College has a distinguished history of providing career-oriented liberal art degrees for over 135 years. Situated on 27 acres in McPherson, Kansas, the campus can be found located 50 miles north of Wichita and features a 13:1 student-to-faculty ratio with approximately 50 full-time staff. The private, not-for-profit college is shaped by the fundamental values of its founding denomination, the Church of the Brethren. It welcomes students of all cultural, economic, and religious backgrounds.

From the beginning of the restoration program, McPherson has had the good fortune of having skilled and passionate faculty dedicated to sharing their craft with students. Many early graduates continue to be involved in the field, some even returning to McPherson to become staff members.

“In the late 1990s, Jay Leno took notice of what we were doing and introduced us to the larger automotive world,” said Amanda Gutierrez, McPherson College vice president for automotive restoration. “That encouraged us to establish an advisory board, move the program from an associate’s to a bachelor’s degree, and establish valuable partnerships with organizations such as Hagerty and Mercedes-Benz Classic Center. Those early relationships have gone a long way towards the expanded awareness of the program and increased opportunities for our students.”

“It was in 2013 when a group of alumni, advisory board members, and administration set a newly defined mission to be the center of excellence for students serious about automotive restoration,” Gutierrez continued. “And we set a lofty, bold, and audacious goal: to compete at Pebble Beach Concours d’Elegance – the Super Bowl of the restoration world – with a car restored by students. We call it our moonshot.”

The Pebble Beach Concours d’Elegance

The Pebble Beach Concours d’Elegance first made a charitable contribution to McPherson College in the early 2000s and was among several schools considered by Pebble Beach as possible partners for a scholarship honoring racer Phil Hill.

Paul Russell inspects the 300 S during the purchase in the Hopeman’s PA garage in July 2016.

The vehicle stripped down to the frame.

An advanced trim student works on restoring the interior.

A student team member paints components from the Mercedes Benz 300 S.

Hill, the 1961 Formula One World Champion and famed automotive restorer, was a longtime supporter of the Pebble Beach Concours and had judged at the world-renowned event 40 times. Soon after his death in 2008, Concours Chairman Sandra Button and the Hill family worked to establish scholarships honoring his legacy.

Derek Hill, Phil’s son, visited the McPherson campus and was impressed with what he saw. “McPherson is about much more than classrooms and lectures,” Hill said. “The students are actively at work on a variety of cars and car-related projects—and they are eager to talk about them. The education is hands-on. My father would have loved it.”

“We were looking for a program where students really gain the knowledge and skills needed to care for historic cars,” Concours Chairman Button said. “We wanted a program that offered a solid introduction to our automotive history—and then went beyond that to offer the tools and training to maintain the world’s great cars. We wanted to be certain the students would be able to gain real experience working with great cars. And we found that in McPherson.”

The resulting partnership between McPherson College and Pebble Beach has benefited students for over a decade.

Additionally, the Pebble Beach Concours has partnered with McPherson College to offer scholarships honoring Jules “J.” and Sally Heumann, who were involved in leading the Concours for over three decades, as well as automotive journalist and historian John Lamm.

Over the years, the Pebble Beach Concours has helped encourage over 20 McPherson College students with direct support, allowing them to join the Concours in August. Scholarship recipients have not only had the experience of attending but have also had the opportunity to shadow judges, participate in expert panel discussions, and prepare and present show cars for the field.

Finding the Right Project

The idea to compete with a car restored entirely by students began in 2013, and the search for the right vehicle took almost two years.

After several unsuccessful attempts at securing a project, the 1953 Mercedes-Benz 300 S appeared almost serendipitously.

“Paul Russell (of Paul Russell & Company in Essex, Massachusetts), the chair of our advisory board, was contacted by a man looking to sell a few cars from a collection,” Gutierrez

Bob Lapane from Paul Russell and Company visits with students while they assemble the rear differential and axle.

added. “Richard and Mary Hopeman owned the 300 S and kept the car in a beautiful old stone building. The car was complete, only had 35,000 miles on it, and included a wealth of spare parts, including an additional engine.”

Russell traveled to meet with the Hopemans and told them about the students at McPherson College and the bold vision for a student-restored car to compete at Pebble Beach. Richard and Mary were intrigued. Richard had a long career in engineering and project management, and both had worked in higher education, so they were understandably excited that their Mercedes-Benz, which had given them so much joy, could be the signature project for the McPherson program. Unfortunately, Richard passed away shortly after the transfer of the MercedesBenz to McPherson. Still, the Hopemans, and their beloved roadster, will forever intertwine with the story of McPherson College and its students.

The Rocket Ride

Originally designed to challenge the build quality of Roll Royce, the hand-built 300 S sports tourer was introduced at the Paris Motor Show in October 1951 and entered production the

following summer. Available in three configurations: a coupe, a cabriolet, and a roadster, with the latter featuring a lighter, fully retractable soft top without the cabriolet’s coach bars.

Apart from the Bosch mechanical fuel injection system, power is generated by the same 3.0-liter SOHC M188 inlinesix-cylinder engine found in the 300 SL Gullwing. Utilizing an aluminum cylinder head, triple downdraft Solex carburetors, oversized intake, and exhaust valves with a 7.8:1 compression ratio, the powerplant produces a factory-rated 150 horsepower at 5,000 rpm. Backed by a synchromesh four-speed manual transmission, the 300 S, with its Gullwing-shared chassis and suspension, can achieve a 110-mph top speed.

Praised by the automotive press for its impressive performance and remarkable list of standard equipment, such as reclining seats and vacuum-assisted brakes, the 300 S proved worthy of leading the burgeoning Mercedes-Benz product lineup of the early 1950s.

The McPherson College Mercedes-Benz 300 S, one of only 141 Roadsters produced during its three-year run, was unveiled by students at a private event during the 2016 Pebble Beach car week.

Students unveil the car at an event at Pebble Beach.

Students in the advanced trim class examine the leather for the interior with Professor Mike Dudley.

Students work on rebuilding the engine.

Hands-On

“When we set out to do this, we knew it was going to be a 10-year commitment,” said Brian Martin, Senior Director of automotive restoration projects for McPherson College. “It is a complete, frame-off, top-to-bottom restoration by our students. This was not going to be a one or two-year focused restoration. We planned for it to become the cornerstone of our entire program and an example of the kind of skills our students develop while they are here.”

Cars accepted for the Pebble Beach Concours d’Elegance are judged not only on originality and authenticity to ensure they were properly preserved or restored but also on their presence and elegance.

“Making our effort a bit more challenging, we actually have very little history on our Mercedes-Benz 300 S. We do know the car was originally sold in Great Britain, and an older restoration was done sometime in its past,” Martin explained. “Pebble Beach represents the best cars in the world. It is the oldest concours in the United States and is considered one of the best. Only the top one percent of the classic cars in the world are invited to show there.”

Of course, the team encountered other challenges, according to Martin. “Like any restoration project, you find areas of concern during the process that you were not anticipating. Overcoming and solving those challenges has been a valuable learning experience for the students. The project has helped them understand the standard of excellence that is required of this level of restoration.”

“The same type of additional complexity that many professionals encounter while restoring classic cars meant that the student team couldn’t simply copy what it found during disassembly,” Martin further explained. “They had to confirm what was correct for the car when it was original in 1953. Each step of the restoration was a true learning process for the team members ensuring our restoration was accurate as possible.”

“Considering that Pebble Beach is widely regarded as the top Concours d’Elegance in the world, we are beyond thrilled that our 300 S has made the cut for this year’s show,” Martin said. “While

we are an educational partner with the Concours, we have been assured the invitation is on the merits of the student restoration.”

“Another great facet of our program at McPherson is how rewarding it is to see our students have jobs in the industry lined up as they near graduation,” Martin notes. “Many came into the program with little automotive knowledge and leave with countless applicable life lessons and career options.”

Connection with Mercedes-Benz

“My connection to McPherson College is really one of necessity,” said Mike Kunz, Managing Director of the Mercedes-Benz Classic Center in Long Beach, California. “We must build a talent base in order to service and care for these cars. We had a student from McPherson College in Germany when I took over the Classic Center project in 2003, and I saw that it was vital from the outset to build a component of the business in order to find the talent to run the business - a really critical need.”

“We serve on the McPherson College advisory board, along with a group of industry experts and known parties,” Kunz explained. “We provide guidance on their programs and their overall strategy to help elevate their program. And you also have a kind of two-way communication there, so it’s interesting to see where students’ interests lie and to help develop the future for us. We usually have a regular intern every summer, and often interns become regular employees. So, it’s been a proven program for us to build talent and staff. Simply put, we would not have gotten to our recently opened new classic center if we didn’t have the talented people that the program provides.”

With former scholarship recipients now working as archivists, historians, restorers, preservationists, auction specialists, and collection technicians nationwide, it is easy to see what McPherson College brings to the vintage car world. Many former students have key roles with organizations or companies on the field at Pebble Beach. Thanks to these partnerships, McPherson College students and alums are active participants and future leaders in the automotive endeavor.

Professor Mike Dudley and a student from the advanced trim class evaluate the original interior.

Students, alumni, and staff gather for the traditional group photo at a recent Pebble Beach Concours d’Elegance.

BIRTH OF

BOOSTING

The First Supercharged Production Cars

One hundred years ago, Mercedes-maker Daimler introduced the first series-built cars to be supercharged. They took advantage of the expertise gathered by their supercharging of airplane engines during World War 1.

TEXT: David Engelman PHOTOS: Denis L. Tanney

A Mercedes 10/40/65 tourer was a handsome offering, although its lack of front brakes was not up to standard.

Two views picture the first Roots blower installation on a Daimler 16/45 sleeve-valve engine in a test car. Its carburetor is in an enclosure.

“Although the special needs of the aviation engine directed attention to the supercharger,” mused The Autocar in 1923, “and although the problems of engine power at high altitudes do not arise in motor-car engines, yet the conventional limits set by the classification of automobiles by cubic capacity and the artificial limits enforced to a great extent by taxation make it necessary to consider how more power can be obtained from a given size of engine. Though supercharging in England has not been considered extensively, the German designer has been busy. For over ten years, experiments have been carried out.”

How right the writer was. The German designer emerged from the Great War with a bulging portfolio of supercharger designs, tests and findings. Of those engine builders who could exploit their airborne supercharging know-how after the war, the Daimler Motoren Gesellschaft (DMG) stood out. Under the terms of the Versailles Treaty, the DMG could no longer build big aero engines, but it could bring its boosting knowledge down to earth.

Engineering director Paul Daimler set up the program, continuing under the direction of Walter Schwerdtfeger, chief of the experimental department in Stuttgart. One of Daimler’s key decisions before the war had been the acquisition of a license to produce cars with the sleeve-valve system invented by American Charles J. Knight. Instead of poppet valves, Knight’s

Adesign used two concentric ported sleeves between the piston and the cylinder wall to control inlet and exhaust apertures.

Paul Daimler’s first thought was to try supercharging a Knight engine. Problems with hot exhaust valves—a supercharging bugbear—would be avoided. If successful, boosting would make it easy to offer variations in the Knight models, whose sleeve-valve constraints made alterations in bores and cylinder capacity inconvenient. With poorer wartime lubricants, the MercedesKnight engines had dimmed the luster of the Stuttgart star; Daimler hoped to implement supercharging to enhance the Knight engine’s power range and reputation.

Chosen for boosting trials was the 2.6-liter four-cylinder engine of the 10/30 model, the smallest of the series of three Knight-equipped engines, both larger and smaller than the original 16/40, in the Mercedes-Knight product range. As well, the little 10/30 could use added power.

On September 2, 1919, Walter Schwerdtfeger wrote the work order for the construction of a Roots blower for the 10/30. His assistant Karl Schopper detailed its design. Research conducted toward the end of the war led to the design of a distinctively high-speed Roots charger. “Heretofore, such blowers were driven at 500 revolutions per minute at the most,” the DMG stated. “High power therefore involved large dimensions and great weight, so that these blowers could not be employed

in cases where lightweight and small dimensions with relatively high efficiency were required”—like automobiles as well as aircraft.

Daimler’s Roots chargers were designed to run at a minimum of 2,000 rpm and as high as 20,000 rpm, “at which speeds the specific power required by the blower is the least.” So groundbreaking was this that Daimler filed for a patent on the principle on June 21, 1918. The company’s research showed that with the Roots blower’s fixed gaps between rotors and walls, the efficiency of a unit running at moderate speed to deliver a specific gas volume fell precipitously below that speed. However, if a smaller unit were made to run at a higher speed, it reached and held a constant pressure for the same delivery.

Materials played a role. Karl Schopper’s design fabricated the compressor’s rotors and housing from sheet steel to suit them to run up to and beyond 10,000 rpm. Schopper made an enclosure for the updraft carburetor, placing the blower just below it. A gear train along the right side of the engine, shared with the dynamo, stepped up the speed and included a cone clutch that could be used to shift the blower in or out of action. Bench tests of the engine started at the beginning of September 1919.

With senior mechanic Jakob Kraus, Schopper joined Schwerdtfeger for the first test run in the blown 10/30 Mercedes along the road between Degerloch and Echterdingen, south of Stuttgart, on October 17, 1919. For Daimler, the Pallas firm produced a new updraft carburetor with a concentric float bowl

specially designed to operate under pressure. Karl Schopper used one of these in a rework of the Mercedes-Knight installation that placed the blower horizontally at the front of the engine with its shafts in the vertical plane. In December 1919, Paul Daimler filed for a patent on this layout that incorporated a multiple-disc clutch for blower engagement.

Second thoughts soon surfaced about the suitability of the double-sleeve Knight design for supercharging. Instead of lubricating, the oil around the exhaust ports caught fire, resulting in seizures that often broke the sleeve drive. Heat dispersal from the piston through the double sleeves to the block was meager. Nevertheless, the benefits of supercharging to the engine’s output were so great that Paul Daimler carried on, shifting the emphasis from his Knight designs to Daimler’s poppet-valve engines.

Daimler and Schwerdtfeger remained true to their concept of a blower that pumped air through the carburetor. This was the only modus operandi that allowed them to have a part-time blower, one that gave the engine both atmospheric and forced induction to choice. When properly designed, it reduced the problem of the blower’s lubricant being drawn into the mixture by negative pressure downstream of the carburetor. A bonus was that backfires affected only the mixture from the carburetor(s) to the engine. In contrast, the alternative, drawing the mixture into the blower, meant that the latter contained an ample explosive charge.

Charles Knight, right, showed Paul Daimler and his colleagues his sleeve-valve system at a motor show. They decided to adopt it.

Paul Daimler introduced supercharging on wartime aero engines.

Looking lithe and lovable, this Mercedes 6/25/40 roadster had great appeal. Its owner could fully exploit the excitement of supercharging.

A British drawing explained the blower’s pipework.

The DMG researchers also signed up to the concept of part-time blower operation. On a touring car, this has the advantage of reducing to near-zero the amount of parasitic drag caused by the blower, with its attendant loss of performance and increased fuel consumption, when the full performance provided by the blower isn’t needed. It also meant that the engine could be lighter than would have been necessary if it had to stand up to full-time blower use. A subtle advantage was that the compression ratio could be fractionally higher for better off-boost performance and fuel economy than would otherwise have been the case.

The DMG engineers created ingenious linkages to operate the valves and clutch that implemented the part-time operation, working out through experiment the best way to achieve a smooth transition into and out of blown operation. In 1920 the Daimler men adopted the engagement method of a linkage to the accelerator pedal, which assured the robust engagement of the blower’s clutch. That year also witnessed the decision to mount the Roots charger vertically with its shafts in the longitudinal plane, driven by bevel gears.

Special care, demanding high precision, had to be taken to ensure a good fuel supply to the carburetor. Needing to avoid putting the fuel tank under surface pressure to deliver fuel to the float chamber against blower boost, Walter Schwerdtfeger invented and patented a rotary pump. It was expressly designed with loose clearances, which allowed the fuel to flow freely through the pump when boost was absent. As soon as the charger was engaged, an extension from the top of its input shaft set the pump spinning to ensure high-pressure delivery of fuel to the carburetor. Ingenious in its simplicity, this was adopted for production.

In 1920 Daimler laid down a new series of four-cylinder engines for a fresh range of smaller road cars that would replace the Knight-valved models. Forced induction was to be an integral part of their design. These were the first engines designed by Daimler expressly to be supercharged. In this decision, Paul Daimler had strong support from DMG’s sales chief Hermann Gross, also an engineer. With capacities of 1.6 and 2.6 liters, the fours were designated 6/25 and 10/40, respectively, after their taxable and unblown brake-horsepower ratings.

Finally, this expert integration of the Roots with an aero engine was achieved by the Daimler engineers.

Vee-inclined overhead valves operated by rocker arms were a clear indication that Daimler’s Great War aero engines inspired the new fours. Major design features were shared by both engines. Rocker arms operated the overhead valves from a single overhead camshaft driven by a vertical shaft at the rear. Bevels from that shaft drove the water pump on the left and magneto on the right. A take-off at the rear drove a generator along the left side of the crankcase with the starter motor below it.

Daringly and perhaps even rashly, in terms of volume-production methods of the day, these engines used aircraft-type

cylinder blocks with four steel cylinders surrounded by a welded sheet-steel water jacket. This was ideal for supercharging, having an integral cylinder head with no potentially troublesome head gasket. Lower portions of the cylinders were left exposed. An aluminum crankcase carried their three main bearings, lubricated by a reciprocating oil pump that had a smaller piston that topped up the sump’s supply from a dash-mounted tank.

Although the engines were designed for supercharging, the DMG managers hedged their bet by offering them in unblown form as well. If the unsupercharged fours were not to be

The first supercharged car to be put into series production was the Mercedes 10/40/65.

A star of the Mercedes-Benz collection is this 10/40/65 sports car, which begs to be restored and driven as its rakish looks suggest.

disproportionately heavy and bulky for their size, the argument went, they could not be designed to cope with sustained use of the supercharger. By the same token, early adopters of forced induction might well prefer to have access to spirited supercharged performance only when desired instead of constantly w ith the associated penalties of noise and fuel consumption. Here were the rationales for the aforementioned decision to place charging at the driver’s disposal by full pressure on his accelerator pedal

Inside a housing finned for cooling, Daimler followed up its research findings by fitting a Roots blower whose steel rotors were of small dimensions running at high speed. The first of the two models to be finalized was the smaller 6/25. A pair of bevel gears gave it a 1:3.4 step-up ratio so its rotors would attain 9,500 rpm at the peak engine revs of 2,800 rpm when 40 bhp were produced. Unblown power of 25 bhp was reached at 2,400 rpm. Identical technology was fitted to the larger 10/40, whose Roots had longer rotors of the same diameter as those of the smaller engine to provide the

needed air capacity. Its blown output rose to 65 bhp from the naturally aspirated 40.

The multiple-disc clutch that engaged the blower was between the crankshaft nose and the driving bevel gear in both engine types. Operated by the accelerator pedal, the blower-clutch linkage also controlled other transitions from unblown to supercharged when the pedal was pressed to the limit. Lubrication of the Roots was done by a separate pressure-regulated oil supply from the engine.

Air entering the blower came through a large duct from a brass muff around the exhaust manifold on the left side, providing the warmth needed for better vaporization of the fuels of the era. Control under the fascia adjusted the amount of warming by admitting unheated air below the manifold as needed. A smaller duct from the muff ran between the middle cylinders to the updraft carburetor on the right side, delivering the air that the engine breathed when it was unsupercharged. The blower linkage closed a butterfly valve in this duct when boost was demanded. Although the 6/25 was first shown with a

Front brakes made an appearance on this later version of the Mercedes 10/40/65, a well-equipped sporting model.

conventional exhaust, production cars had twin exposed pipes on the left-hand side of the bonnet.

Normal fuel delivery was by air pressure in the fuel tank generated by a pump driven from the rear of the camshaft. In the supply to the carburetor was a four-bladed impeller in a bronze chamber driven from the top of the Roots blower’s input shaft. Normally fuel simply flowed through this chamber. However, when the compressor was engaged in Walter Schwerdtfeger’s patented design, the rotor whirled to boost the fuel pressure and volume delivered to the carburetor. Below the latter was a springloaded pressure-relief valve to cope with backfires. Delivery from the carburetor was to the engine’s two Siamese inlet ports.

Neither the 6/25 nor its larger sister was conceived as a sporting car. Instead, the concept was that of a light and lively family car of advanced technology that was available in a wide variety of body styles. Its chassis, however, was not up to the times with its rear-wheel braking, quarter-elliptic rear springs, and lack of dampers. Painfully evident was the DMG’s effort to compensate for the high manufacturing cost of the new

aero-tech engine by cutting back on the componentry of the rest of the vehicle.

In unblown form, the engines had a different sump casting and, in the 6/25, a nose extension to a crank handle. A belt from the crankshaft turned a four-bladed fan behind the radiator. When supercharged, however, the vertical Roots blower and its ancillaries blocked the space that a fan needed. The charging equipment also intruded into the deeply veed radiator, a style that Daimler adopted with its Knight-engined cars.

Yet road tests of the supercharged versions gave no hint of overheating. The secret was that the DMG had retained a longstanding feature of its early engines, which had bladed fans as spokes in their flywheels. With tightly fitting bonnet panels, these sucked cooling air through the radiator and past the engine.

Between April and July of 1921, the Untertürkheim Works delivered five pre-production 6/25 models to the experimental department for testing. One was equipped with the new Kompressor. Accompanied by Walter Schwerdtfeger, Paul Daimler took its wheel to demonstrate its performance to

A chain drive from the Daimler Six in a Halberstadt Ch II biplane drove a Wittig vane-type blower in an early wartime supercharging test.

Ernst Berge, the DMG’s general director. Here was a new kind of motoring that would demand the finest arts of sales chief Hermann Gross if its advantages were to be fully realized in the form of profitable deliveries.

By the summer of 1921, Germany’s motor trade was rampant with rumors about the “Mercedes secret” being engineered at Untertürkheim. “Like wildfire, this news ran through all the dailies,” said the in-house Daimler-Zeitung, “and both experts and laymen scratched their heads about the nature of the innovation. It was clear to all circles that when the DMG presents an innovation, it could not be of negligible technical significance.”

“You may have gathered from notes in the newspapers,” Hermann Gross advised his dealers on July 21, “that we have succeeded in raising the performance of automobile engines in a quite substantial manner. We can advise you that we have hitherto restricted our experiments in the increasing of performance to the [6/25] model and therewith have achieved outstanding results, so we have decided to bring the relevant improvement to this [6/25] type in general.”

All eyes were now on the Berlin Motor Show, set to run from September 23 through October 2, 1921—the first such exhibition in ten years. One example of each of the new 6/25 and 10/40 models was on show, a sports phaeton of the smaller model and a sports six-seater of the larger. Also exhibited was a 10/40 engine, but none was equipped with the much-rumored performance-increasing device. That no such engine was shown on the Mercedes stand prompted a catty comment by The Autocar’s William Bradley: “Rivals claim that the special engine only exists in the mind of the Mercedes advertising manager.”

“These new creations,” said the Allgemeine AutomobilZeitung (AAZ), “are equipped with a device for occasional overloading, which required the creation of a special carburetor. The constructive delineation of the overloading device is not externally recognizable. It is evidently still secret, but its effects will be shown to the press in demonstration vehicles.” The cars in question were open tourers, one of each model completed eight days earlier, then driven from Stuttgart to Berlin by racing drivers Otto Salzer and Christian Lautenschlager, the latter the fêted winner for Mercedes of the 1908 and 1914 French Grands Prix.

Fully laden with motoring correspondents and accompanied by two other Mercedes, both cars were driven on a test route from the Kaiserdamm Palace and returned on Saturday, October 1. Although the cars’ hoods were not lifted to permit inspection, their principle was disclosed, said the Berliner Zeitung: “Our earlier suppositions are confirmed: it is a blower motor. An air pump that delivers compressed air to the cylinders is applied at the front of the engine. The air pump substantially increases the degree of filling and raises the motor’s effectiveness by up to 50 percent.

“In the Tiergarten,” the Berliner Zeitung continued, “where our group was split apart by the traffic, Salzer had an opportunity to put the air pump in action. It is connected to the accelerator, which has a hindrance halfway down its travel

which, when it is pressed through, brings the pump into action. The effect made itself immediately evident: the car pulled powerfully forward and was quickly attached again to the group ahead.”

Chasing the others in the group, said the man from the Berliner Tageblatt, the smaller of the two cars, “reached 90 [km/h] with insouciant ease, then a step down on the accelerator, a remarkable singing noise and the kilometer needle passed 100 and climbed up to 110, 115 and swung toward 120.” Equivalent to 75 mph, this was a performance right out of the ordinary for a 1.6-liter automobile in 1921. Daimler had indeed engineered a stunning advance.

The design of the “Mercedes secret” remained just that for many months while pundits speculated about its details. The comment of the AAZ that ‘the first production cars cannot be delivered for eight months’ was close to the truth. In fact, an accounting from the experimental department in December 1921 said that they had 35 ‘6/20’ models under test, of which five had superchargers. Only one had the final vertical mounting that would be produced. Similar totals applied to the “10/35”.

Though it started life later than its smaller sister, the 2.6-litre 10/40 caught and passed its sibling. Customer deliveries began with one car each in August and September 1922, followed by a dozen cars in November and December. Thus the 10/40 PS Mercedes captured the laurels as the first series-production car to be supercharged. In April 1923, half a year later, deliveries of the 6/25 PS began, gathering pace to number some 30 units by the end of July. From 1924 the cars officially had designations of 6/25/38 and 10/40/65, the new third digit giving their boosted horsepower.

Continuing through 1924, annual production of these entry-level Mercedes models remained at three-figure levels, thanks in no small part to their prices. The company’s policy of constraints in chassis equipment to compensate for the high cost of the engines still left its blown cars dangerously exposed. Of the two, the larger model proved the more marketable.

After 1924 the phasing out of both supercharged models as a consequence of an agreement that year between Daimler and Benz to coordinate their production and sales activities, a precursor to their amalgamation in 1926. The smaller car proved to be the less attractive proposition. After its high point of 190 units in 1923, sales tapered off, ending with 360 produced, not including 25 sports specials. Offering a higher performance/price ratio, the 10/40/65 attained 504 deliveries in 1924. The total production of this 2.6-liter model is estimated at 1,050 units.

Uniquely among automakers, the newly formed MercedesBenz would continue to offer supercharged models from these years until their production was terminated in 1943—a 20-year span. Fifty years later, in 1993, it commenced the supercharging of some of its production models with its charming SLK roadster. Boost was back and very welcome.

On Saturday, May 20, 2023, 50 members from the Chicagoland Section gathered at Montrose Harbor for the section’s annual Cars & Coffee event. The event site features panoramic views of the Chicago skyline and was a picturesque setting for members to enjoy a variety of cars and each other’s company.

CHICAGOLAND CARS & COFFEE

CHICAGOLAND CARS & COFFEE

TEXT: Terry Kiwala PHOTOS: Mustafa Hussain

Ralph Sikorski, past Treasurer and current Event Coordinator of the Chicagoland Section, organizes this event in its seventh almost consecutive year (we hit a speed bump in 2020). It is one of the best-attended events in the section, as members enjoy the casual nature of the event, and the weather, which is (usually) perfect. After the long Chicago Winters, this allows a fun opportunity to kick off the season and enjoy our cars with each other.

The event featured a remarkable selection of diverse cars. Whether you were looking for

vintage or modern, driver or trailer queen, original or restored, mainstream or unusual, metallic or non-metallic, leather or velour, there was something for everybody. And the best part of the event was its relaxed atmosphere, wherein members could socialize and learn about each other’s cars in a non-competitive setting. The club provided gourmet coffee and pastries from a fine German bakery as befitting the event.

Numerous models and eras were well represented. Ike Therios brought his 1978 450SEL, Al Johnson brought his 2002 SL500

Silver Arrow, Peter and Robbie Dalton brought their 2011 SL63, and Dave Johnson brought his 1986 560SEC. There were numerous other cars that we enjoyed and deserved praise.

While we walked the show, a few cars caught our eye, and while the cars displayed beautifully, their individual stories made them all the more interesting, and we are pleased to share them with you.

The Oldtimer: Shelly Miller’s 1961 300SL

The first car that attracted a lot of attention was Shelly Miller’s 1961 300SL, which he had owned since the mid-1970s. Shelly owned a

Thursday, 9/7

• Tech Talks & Guest Speakers

• MBCA Fashion Show/ Car Show & Luncheon

• Mercedes-Benz New Car Extravaganza and Lifestyle Exhibition

Friday, 9/8

• Tech Talks & Guest Speakers

• Rally Drives and Tours

Presented by the Mercedes-Benz Club of America & Artomobilia

• MBCA Medallion Rally Luncheon

• Hullabaloo Street Festival, Drive-In Car Show, and Concert

Saturday, 9/9

• Mercedes Monumental Classic Car Show at Artomobilia

• The Grande Celebration Awards Dinner

• Kids Zone Exhibit Play Station & Driving Experience

Sunday, 9/10

• Rally Drives and Tours

Presented by the Mercedes-Benz Club of America & Artomobilia

• Silo Auto Club Racing Simulator Challenge

September 7-10, 2023

A Celebration of all Things

Mercedes-Benz

Four Days of Mercedes-Benz Culture, Causes, People, Lifestyle, Technology, and Cars.

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Access the MERCEDES BENZ CLUB OF AMERICA special rate of $179.00 per person plus taxes. When you use promo codeGRANDE

small retail store, and in the early 1970s, he purchased advertising from a radio station. The owner had a 1959 300SL and took Shelly out in the car. A fan of muscle cars, Shelly was previously unaware of Mercedes’s quality and performance and said that during that ride, he “couldn’t believe the speed in second gear.” Right then and there, Shelly determined to own a 300SL of his own.

As Shelly describes it, a “con man” offered him a beater 300SL, in ivory overread leather, that was, as he says, a “complete mess.” He purchased the car in 1974 or 1975. He didn’t title or begin driving the car until 1980, and in 1981 he had it painted red. In 1986, he had a tank full of 108-octane fuel and tested the car’s performance on outer Lake Shore Drive, racing a muscle car. The 300SL performed well, although at the end of Lake Shore Drive, near Hollywood Avenue, Shelly noticed a ticking coming from the engine. His repair shop verified low compression: three cylinders had low compression, and three cylinders had no compression.

Shelly had the engine rebuilt, and while the car was out of service, he replaced most of the interior with new hides, bleaching the panels that remained in parchment. When the car was returned to him in 1988, he parked it in long-term storage, not driving it again until 2005. In 2005, he had the car refreshed and began driving it, having driven it 28,000

miles since he got it back on the road. He considers the car a driver and enjoys driving it locally and to Southwest Michigan on clear weekend days.

He has had numerous offes and turned down everyone, figuring he could never buy the same car again. He loves the feel and performance of the 300SL, which he views and remembers as his beater, but a car that performs well and gives pleasure far above its market value. Axel Knauz of Axel’s Automotive keeps the 300SL in good repair, and Shelly enjoys driving his “beater” to local section events.

The Youngtimer: Robert Grabill’s 2000 E55 AMG

Robert Grabill is new(er) to the Mercedes marque. He has a low mileage 560SL, and while browsing Bring A Trailer in the summer of 2021, he happened upon a clean E55 that he thought could be a fun driver. He even secured his wife, Lina’s approval that buying the car was a good idea. Robert bid a few hours before the auction closed, and as luck would have it, his bid went unchallenged, so he secured an 84,000-mile driver at a good price.

Robert began planning to take his E55 to events across the country. In 2022, he took the E55 to the Sports Car Market’s AMG 1000 event in Bend, Oregon. The E55 performed flawlessly and still achieved 22 MPG during what he called “spirited driving.” On his round trip out west, Robert had the opportunity to

“stomp on it and hear the roar” of the naturally aspirated V8. As he says, the power is always sufficient with the E55, tempered somewhat by the harsh ride, which is not the most comfortable for a cross-country excursion. But the responsiveness and the bulldog performance make the car, as he says, like a mean linebacker. Robert plans to take the E55 to the Upper Peninsula in Michigan this summer. The gasoline-powered engine will be much easier to keep powered versus his electric daily driver. And what other car will put as big a smile on his face?

Robert also said, “Buying a car with miles on it is best.” Even though his E55 is not a garage queen, it still looks fantastic, but it does not have such low mileage that he hesitates taking it on the open road. Unlike his low-mileage 560SL, where every mile “must be planned and savored,” the E55 is a driver, and both Bob and Lina regularly enjoy its performance.

It’s a Wrap

The weather could not have been nicer, and it was a wonderful morning for the members who attended this event. Special thanks to Ralph Sikorski for organizing the event, Membership Chair Al Johnson, and Section President Bob Schuldt for their continued leadership of the Chicagoland Section. We will see you next year!

CHICAGOLAND CARS & CO FFEE

Mecum Auction Schedule

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MBCA Member Exclusive

MBCA welcomes Mecum Auctions as a new member benefit and sponsor. Now, members can enjoy the “Mecum Experience” at any future Mecum Auction.

1 Get Access

MBCA members can access any Mecum Auction and also receive 50% off the Standard Bidder registration fee at any Mecum Auction.

2 Bring a Group

MBCA Regions and Sections can schedule member meet-ups and gatherings at any Mecum Auctions, which includes a welcome from Dave Magers, the CEO of Mecum Auctions, and also information about trends in the collector car market. In addition, members will experience the display of thousands of consigned vehicles.

3 Did You Know?

In just the last 10-plus years, Mecum Auctions has consigned more than 7,000 Mercedes-Benz, with the highest-seller being a 1955 Mercedes-Benz 300SL Gullwing selling for $2.64 million. Details about this and all results at Mecum Auctions are complimentary with a MyMecum profile at mecum.com.

1971 MERCEDES-BENZ 280 SE 3.5 COUPE

Laying the Foundation.

In what would become today’s Advance Design Studio, Paul Bracq went to work laying the M-B styling foundation for many years to come.

The internal chassis code W111 would become the foundation of a wide range of MercedesBenz vehicles produced between 1959 and 1971, with their characteristic Bracq-designed tailfins earning them the “Heckflosse” (Fintail) nickname.

Paul Bracq would go on to design personal transportation for the Pope, contribute to the French TGV high-speed passenger train, and later a number of well-known BMW models.

While universally regarded as the last of the hand-assembled / coach-built models produced by Mercedes-Benz, the 1969-1971 280 SE 3.5 coupes and cabriolets were the first post-war efforts to have an engine larger than 3.0 liters.

The new M 116 3.5-liter engine, MercedesBenz’s first V8, was the exclamation point for

As Mercedes-Benz reemerged from World War II, the German manufacturer turned to a promising young French automotive stylist to lead its design studio in historic Sindelfingen, just outside Stuttgart.

TEXT: Dave Engelman PHOTOS: Mike Gehrig

1971 MERCEDES-BENZ 280 SE 3.5 COUPE

1971 MERCEDES-BENZ 280 SE 3.5 COUPE

the final W111 models, which saw more than 370,000 sold in its 12-year run.

Our featured Sandy Beige Metallic 1971 280 SE 3.5 Coupe is owned by Mike Gehrig, a second-generation MercedesBenz owner and long-time Mercedes-Benz Club of America member from Ohio.

“I have always admired the Paul Bracqdesigned Coupe,” Mike said. “I’m the third owner. The first gentleman owned it from 1971 to 1975, and Michael Comisar, a well-known Cincinnati restauranter, was the second. I bought it from Jerry Schoonover of Schoonover Motors, also here in Cincinnati, in 1977. Jerry was a friend of mine, and I have been the owner for effectively 40-plus years. It’s been a great car.”

“I kind of grew up with Mercedes-Benz as my dad John had one,” Mike shared. “I inherited his 1959 220 SE in my senior year of college in 1970. So, it was kind of like that dream come true scenario when a kid in school in the early ‘60s sees a car, and then the greatest thing happens, he gets one! I was just a little boy when the first Mercedes coupes came out, and I admired them and thought they were grand.”

“I had only graduated law school a few years earlier when I first saw my Sandy

Beige Metallic 280 SE 3.5 Coupe. I actually used the down payment money my wife and I were saving to use toward our first house. We were able to get a house the following year, so I made it up to her, and we paid off the car rather quickly. We’ve had so much fun with it since; it’s been just absolutely great.”

“In 1980, the car had a near ground-up restoration,” Mike continued. “All the rubber was replaced, the windshield was taken out, at risk, because if you break that windshield, you lose your green tint line on top as the new ones back then didn’t have that available. It is an old-fashioned clear coat lacquer job that has a few cracks in it after 40 years, but it looks great.”

“It’s got a town country horn, which is neat and has a European transmission, which means the shifter is on the column and not on the floor. It has a Becker radio, and it’s a great color: 467 (Sandy Beige Metallic) with black leather. When I bought it, the back seat leather actually still had some plastic that had never been removed because no one had sat back there.”

“We’ve even had success in showing the car. The first Greenbrier Concours d’Elegance we went to, I couldn’t

believe they let me in because it really wasn’t class-oriented, but I think they let me in because I pursued him so hard,” Mike said with a chuckle. “We go to the Greenbriar a lot.”

“And at the 1986 Ault Park Concours, which is now the Cincinnati Concours d’Elegance, we won Best MercedesBenz during the 100th anniversary of Mercedes. That was a big thing for me to win at the Cincinnati Concourse, as our award was presented by Boomer Esiason, who was then the quarterback for the Bengals.”

“It’s a perfect car for cruising, but I really don’t drive the car enough. It’s an analog car with no battery drain, except, I guess, for the clock. Even though I don’t have a trickle charger, it will start after eight months of sitting. Just amazing. It has its original spare tire, and it still holds air, but I certainly wouldn’t use it!”

“It’s a limited production W111, as there were only 3,270 made between 1969 and 1971. Ours was built in June of 1970 as a 1971 model.”

“I’ve held onto it the whole way, and I can’t tell you how much pleasure it’s been to own.”

The Legends Of The Autobahn® concours has become a national sensation and is an all-German marque Concours d’Elegance held in Pacific Grove, California. Legends is hosted by the Mercedes-Benz Club of America, the BMW Car Club of America, and the Audi Club of North America. The annual concours events offer both corral and judged areas, awards for all three featured marques, and an open class for all other German-made cars.

Legends of the Autobahn® West

August 17

PG Links

Pacific Grove, California

Information/Registration

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Questions?

Contact David Abarr at (541) 981-1919 or mbcapdxdave@comcast.net

North Texas Drive, DIY Tech Session - Park Place, April 15. The second DIY Session of the year was at Mercedes-Benz of Plano. The tech sessions allow members to inspect their vehicles and perform tasks that are within their ability. The members do the work using their own tools. They must plan their tasks to ensure that their work is completed in the time allowed. The dealer has parts, and technicians are available to help and guide the members. The great benefit is having lifts available for their work. We are fortunate to have dealers in our Section as partners to work with our members in this great event. —Ron

Seifert

Pittsburgh Section, Pittsburgh Trip to Hahn Auto Restoration, April 15. Members of the MBCA went on a tour of Hahn Automotive Restoration. Restorations from Hahn have been displayed at Pebble Beach, among other famed car shows. After the facility tour, the members went to lunch together at a nearby restaurant to catch up and discuss all things Mercedes and automobiles.

—Susan Grunewald

Ozark Section, Little Rock Mercedes-Benz Dealership, April 22. Members were presented with an in-depth education on Mercedes-Benz electric vehicles. Steve Roscoe, General Manager, and Jamie Jones, a recent graduate from the Mercedes EQ School in Birmingham, Alabama, demonstrated

following a fun drive on some of our favorite back roads between Moorpark and Ojai, a great scenic route with twisty turns, driving through Orange Groves and panoramic view. —Brigitte Trapp

St. Louis Gateway Section, Charles E. King Mid-Century Modern Architecture, April 22. Attendees enjoyed the tour and lunch Jay Schuessler set up for us at the Charles King Mid-Century Modern Architecture Museum in Belleville, Illinois. Curator, Margaret Meyer, provided us with an enjoyable history of the home and Charles King’s career. A $250 check, made out to the Belleville Historical Society, was presented to the Curators. —Jonathan Leggs

Wichita Section, Visit to Elderslie Farm, April 29. Elderslie Farm is a small farm near Kechi with a farm-to-table restaurant and cafe, a creamery, blackberry picking, and a sawmill and custom woodworking studio. The owner, George Elder, led a private farm tour focusing on the mill and woodworking shop. The group then headed over to the dining room. There, we had the opportunity to sample a variety of cheeses made on the farm while George answered numerous questions about how the farm operated. —Robert

Filbey

Wisconsin Section, Spring Tech Session 23, April 29. Our special thanks to Black Forest, LLC, for hosting this MB Tech session. Sixty-five members and guests enjoyed participating in this popular club event again. Michael, Keith, Dan, Randy, Brad, and Matt (Black Forest technicians) were all involved in explaining various aspects of their MB service and repair shop›s operations. —Jim

Loseke

Bluegrass Stars Section, Lunch at Tony York’s on Main, April 29. Tony welcomed us back and shared some little-known Glendale facts with usKentucky was at the forefront of the right to vote for women when 1867, thirty women in Glendale organized the first in the South local suffrage organization. We were glad to see members Tom and Abby Abell from Lexington, who joined us, and we hope to see them at more events in the future!  Nancy Rece

the advantages of moving to electric vehicles. After leaving the dealership, we met at BJs Restaurant and Brewhouse for lunch. Kirsten Dickinson, the Executive Vice President of the Arkansas Alzheimer›s Association, shared what the 65,000+ Arkansans with Alzheimer›s have as symptoms and ways to support them. Kirsten was presented with a medallion to showcase our support. Thanks to Terry Lowinger for arranging this extraordinary event and Dottie Miller and Bob Poulseen for their photos. —Kathleen

Menold

Los Angeles Section, MBZ Thousand Oaks Dealer Tour and Scenic back roads to Ojai, April 22. Tour of Mercedes-Benz Thousand Oaks

Wichita Section, McPherson College Car Show, May 6. The 23rd annual Motoring Festival at McPherson College was a hit! The students of McPherson College’s auto restoration program did a great job setting up and running this top-notch car show. Mercedes-Benz was well represented by MBCA members from Arkansas, Oklahoma, Colorado, Kansas City, and Wichita. During the event, the students presented a 1953 Mercedes 300S cabriolet recently accepted for the August Pebble Beach car show and auction. This car was the culmination of many years of restoration work by numerous McPherson students. —Robert Filbey Sierra Nevada Section, Kentucky Derby Party, May 6. 18 members gathered together for a Ken-

Top: North Texas members spend time at the Mercedes-Benz of Plano during the DIY Tech Session.

Bottom: Ozark Section members learn about the Mercedes-Benz electric vehicles at the Little Rock MercedesBenz dealership.

MBCA SCENE

tucky Derby Party hosted by Sue and Marc Dodson. Ten cars made the trek from the Mercedes-Benz of Reno to the Winnemucca Inn and Casino for this year’s first overnight driving event. Guests could watch the Kentucky Derby on the large television in the Dodson’s hotel suite. It was an epic finish between the champion horses, and Mage won this year’s Kentucky Derby. —Marcus

Dodson

North Texas Section, Park Cities Classic Car Show, May 6. This year, 35 North Texas members participated in the Park Cities Classic Car Show on the Southern Methodist University Campus in Burleson Park. It is one of the premier Car Shows held each May and benefits the Preservation Park Cities Scholarship Program. The show has an outstanding attendance of great cars of all years. This year the Mercedes-Benz North Texas Section had the largest turnout of cars, and as folks came by

Seacliff neighborhood of San Francisco, and on to our final destination, the SF Presidio. All much appreciated the drive. —David Sears

Sacramento Section, A Drive Through the Rural West, May 7. Members drove through some nearby foothills where parts of the 1958 classic The Big Country were filmed. And along the way through the curves and rolling hills. We then passed the historic Snow Ranch, where some of the above motion pictures were filmed. Think of the scene where Gregory Peck meets the schoolmarm Jean Simmons at her old family ranch by a creek. Members had a great day. —William Brandt

were told that they were directed to see our Section and the great selection of cars. Thanks to Wally Wheeler for coordinating this event. —Brett Jurick San Francisco Bay Area Section, Foster City to the Presidio, May 7. SFBA-MB Club held the First Sunday Drive of May, super subscribed with 40 vehicles and 40 attendees. Everyone was eager to finally get out and about after our long rainy & chilly winter! Led by Nadine & Barton Lane, we met at the Bridgepointe and headed off to Half Moon Bay after kicking tires and socializing. We passed spectacular ocean scenery, saw dozens of surfers at Pillar Point, and after passing through the Devil’s Slide Tunnels, paused for a break at the Pacifica Seabowl. Our next stop was the Beach Chalet on the Great Highway. We then meandered past the Cliff House and the Palace of the Legion of Honor, into the spectacular

Minuteman Section, Northshore Sunday Drive, May 7. With absolutely perfect weather, members of the Minuteman Mercedes-Benz Club, and the Pagoda Club (230SL, 250SL, 280SL owners), with their spouses, partners, and friends, rallied to explore Cape Anne’s hidden coves, private beaches, magnificent ocean views along with glimpses of the secluded enclaves of several of the great ocean front estates of Boston’s North Shore. The tour ran along north shore coastal roads from Manchester-bythe-Sea, through Magnolia, passing by Hammond Castle, then through Gloucester, and ending in Rockport. Ulysses De Guzman and Roland Boucher coordinated the event. Roland and his wife had mapped out the route and led the way. —Dean Coclin Wisconsin Section, Break in the weather Drive to Dine, May 13. This event was a huge success, and we would like to thank all our members who could attend. This was the second year we hosted this event at Christy›s Landing Bar & Grill in Madison along the shores of the beautiful Lake Waubesa. In total, we had 26 guests in attendance. We want to thank Christy’s Landing team for doing an outstanding job of accommodating our event. —Jim Loseke Desert Stars Section, 2023 Airpark Collision Tech Session, May 20. Twenty Desert Stars members were shown the current state of vehicle electronics and safety systems and manufacturer recommendations and requirements to repair all components correctly. Thanks to the folks at Airpark Collision for a very informative and interesting tech session and refreshments. —Mark

Ichiyama

International Stars Section, Spring Dust off and Cars and Coffee, May 20. The International Stars held its Spring dust off drive and Cars and Coffee in conjunction with Mercedes-Benz of Ann Arbor electric dream car days. The day started with about 50 members for cars and coffee. There were also two guest speakers. Nicholas Bissoon-Dath, the International Stars Section Treasurer and former Technical Editor of Car & Driver Magazine, talked about the magazine’s 10 Best evaluation loops as well as the other roads in the area that were used to evaluate test vehicles and which were part of this

Top: Members participated in the 13th Annual Chip-in Force Charity Classic Gof Tournamentin McKinney TX.

Middle: Members from six MBCA section gathered during the McPherson College Car Show to take in the stunning Mercedes-Benz classics.

Bottom: After a long winter, SFBA members gathered to enjoy a drive to the Presidio.

MBCA SCENE

day’s driving route. A former Porsche factory driver, Matt Turner, talked about his experiences driving in the British Supercup and US IMSA series, including racing at Le Mans and Daytona. Afterward, 20+ members went out for a drive through the scenic lakes area of southeastern Michigan. —Don Mac Donald Bluegrass Stars Section, Old State Capital, and KY Vietnam Veterans Memorial, May 20. Members headed to Frankfort, Kentucky, for a day of history, and good food, on what turned into a beautiful Saturday. We were a small but enthusiastic group that first had a private tour of the Old State Capitol with our very knowledgeable, bright, and funny guide, Olivia. We were joined for the day by Regional Director Ken Koehler and his lovely wife, Sara, who took advantage of our day-long pass to return after lunch to visit more of the sites offered by the Kentucky Historical Society. Then we enjoyed lunch on the patio at Bourbon on Main. The food, camaraderie, and weather were so enjoyable we could have lingered all day. We then visited the Kentucky Vietnam Veteran’s Memorial for a sobering presentation about the Memorial and the incredibly unusual gnomon by CW5 (Ret) Vic Gilliland. If given the opportunity, this tribute to those Kentucky service members who gave their lives for their country and our freedom should not be missed. —Nancy Rece

St. Louis Gateway Section, Diamond Mineral Springs Restaurant and Copper Dock Winery, June 21. Craig and Cindy Masterson hosted our May event at the Diamond Mineral Springs Restaurant. In 1888 the Diamond Mineral Springs Health Spa and Resort were opened. The associated hotel was torn down in 1957, but the restaurant dining room (1897) and dance hall (1892) look much the way they did when they were built over a century ago, making DMSR Madison County›s (and maybe Illinois‚Äôs) oldest restaurant in continuous operation. After lunch, we proceeded to the Copper Dock Winery, a short 8-mile drive. —Jonathan Leggs

Lone Star Section, Wash, and Shine Membership Appreciation Lunch, June 21. Our annual Show and Shine Membership Appreciation gathering were held at the home of Beverly Darilek and Larry Koch. Thirty-nine Section members attended this fun event. The main entrée of prime rib was prepared by Chef Harvey Kloesel of the renowned Kloesel’s Steakhouse & Bar in Moulton, TX. Thanks to Beverly Darilek and Larry Koch for sponsoring and hosting the event. —Ginny Pitzen

Sierra Nevada, Museum Day Ghost Army Exhibit, May 24. Twenty-four members met in Downtown Reno for a private tour of a new exhibit at the Nevada Museum of Art. Ghost Army: The Combat Con Artists of World War II is a temporary exhibit that tells the unique story of 82 officers and 1,023 men who deceived, sketched, and painted across during World War II. The exhibition reveals an important aspect of the history of World War II. It showcases the creativity, ingenuity, and bravery of these soldiers, who will inspire museum guests of all ages. Ghost Army explores a first-of-its-kind military unit›s bravery, heroics, and tactical brilliance. Although their efforts were classified for over 50 years, the deceptive and groundbreaking strategies used on the battlefield saved lives and played a significant role in the Allied victory. The National World War II Museum is proud to highlight their vital contributions that went unrecognized following the war. —Marcus

Dodson

New Mexico, Section Jemez Drive, June 3. Members and guests enjoyed a picturesque drive on the Jemez Mountain Trail, a National Scenic Byway, to enjoy lunch in Jemez Springs, New Mexico, at Los Ojos Restaurant & Saloon. The restaurant was established in 1947 and has been a valley favorite ever since. After lunch, we made a short drive to the Ponderosa Valley for wine tasting at the award-winning Ponderosa Winery hosted by the winery owner, and it was an excellent way to end a delightful adventure. —Jo

Chase

Bluegrass Stars Section, Coffee, and Cars at Fante’s Coffee House, June 3. Coffee was excellent, as always, as well as the cars on display, and the enthusiasts, friends, and Bluegrass Stars Section members who attended. There was even live music to fill the air! We were happy to see longtime member Steve Loboyko there, looking well, and we were glad to get a chance to catch up with him. Another Stars member, F. Scott Scinta, driving his incredible all-original 1983 380SL, made the event, and we hope to see him at more events soon. —Nancy Rece Wisconsin Section, M-B Shine & Show 2023, June 4. On Sunday, June 4, thirty-three Mercedes vehicles (many from the MBCA) were prepared for the Shine & Show Mercedes Car Show and driven to The Corners at the Town of Brookfield, west of Milwaukee. This M-B Shine & Show (our second year) at The Corners doubled in size. We thank all that participated, either for fun or for awards. And we appreciated the dealer support from MercedesBenz, Milwaukee North Shore, with the presence of Spencer Marquart and his vast knowledge of M-B automobiles, along with a display of three current models: a Black EQS-580, a Silver C43, and a White GT53 with a brilliant red accented interior! —Jim

Loseke

North Texas Section, End Alzheimer’s Charity Golf Tournament, June 5. The North Texas Section participated in the 13th Annual Chip-in Fore Charity Classic Golf Tournament at Heritage Ranch Golf and Country Club. Our Section sponsored the event, and we had two players in the tournament, Tom Strohm and Carolee Seifert. Tom’s group placed Tenth out of 18 teams, and Carolee’s group placed first out of 18 teams. We had a table set up in the entry of the Clubhouse for purchasing the DO GOOD TO END ALZ medallions and a tent on the 18th tee box to promote the Alzheimer’s Charity and the Mercedes-Benz Club. —Brett

Jurick

Niagara Section, Benz and Coffee, June 11. Our Benz Talk committee had its inaugural Benz and Coffee event. Members brought chairs and coffee to our vice president’s company’s parking lot. This was a convenient jumping-off point for a Sunday drive to Merritt Winery Strawberry Festival for an afternoon of food and music. —Deborah

Boehm

Eastern Oklahoma Section, Oklahoma picnic celebrates Mercedes-Benz ownership, June 10. Fifty members and guests from the Central and Eastern Oklahoma sections gathered at Hafer Park in Edmond, OK, for the annual Oklahoma Mercedes-Benz owner picnic. Notable attendees included Katie Carruth, MBCA Executive Director; Charles Woods, National Treasurer; Brett Jurick, South Central Regional Director; and Charles Boyd, former South Central Regional Director. —John

Kushnerick

Members participated in the 13th Annual Chip-in Force Charity Classic Gof Tournamentin McKinney TX.

NATIONAL BOARD OF DIRECTORS

DIRECTORS AT LARGE

Vice President (2024) Drew Webb Northern NE Star Section 508.662.4900 rdswebb@gmail.com

Treasurer (2024) Charles Woods Central Oklahoma Section charlesbwoods1@gmail.com

Secretary (2024) William L. (Bill) Parrish, Jr. Tarheel Section Cell: 828.719.6140 williamlewisparrish@gmail.com

President Ex-Officio

Julie Bruggner Three Rivers Section 260.348.1369 (h) julesslb@msn.com

“To elevate the Mercedes-Benz experience through knowledge, camaraderie, and exceptional events.”

NATIONAL BUSINESS OFFICE

Director at Large (2024) Ernie Fancy Minuteman Section 508.377.8286 (c) fancyer@cox.net

COMMITTEES

AWARDS

Ernest Fancy Minuteman Section 508.377.8286 (c) fancyer@cox.net

BUDGET

Charles Woods Central Oklahoma Section Edmond, OK 73013 charlesbwoods1@gmail.com

DRIVING SKILLS

Jason Burton Chicago Section 312.224.1787 jb@jasonburton.com

ELECTION

Terry Kiwala

Three Rivers Section 312.286.0532 tkiwalajr@aol.com

ENTHUSIASTS

Josie Lesler

Southwest Florida Section 216.403.2216 (c) jqlesler@aol.com

Director at Large (2023) James E. Roberts, DMD Alabama Section 205.529.0071 (c) jertoothsaver@bellsouth.net

Director at Large (2023) Jason Burton Chicagoland Section 312.224.1787 jb@jasonburton.com

Executive Director Katie Carruth 800.637.2360 katie@mbca.org

Administrative Services Cindy Tumbleson Pikes Peak Section 800.637.2360 cindy@mbca.org

PAST PRESIDENTS

EVENTS

Roger Brummett Indiana Crossroads Section 317.421.2784

GOVERNANCE

Laura Simonds Portland Section 650.703.2656 lsimonds97520@gmail.com

MEMBERSHIP

Richard A. Huskey Carolinas Section 828.785.9995 huskey2ra@charter.net

NATIONAL CONCOURS

Pete Lesler

Southwest Florida Section 216.403.2951 (c) w113sl@aol.com

Co-Chairs: Jon Bernardi San Diego Section Jon113sl@att.net

Gary Edwards Peachtree Section gary@gwedwards.org

PERFORMANCE DRIVING

Jim Roberts NW FL/Alabama Section 205.529.0071 Jertoothsaver@bellsouth.net

PERSONNEL

Cliff Reyle Memphis Section 901.754.8574 (h) cliff.reyle@youthvillages.org

PHILANTHROPY RACHELLE BRUMMETT

Indiana Crossroads 317.989.2843 (c) rachelle.mbcaindianacrossroads@ gmail.com

STRATEGIC PLANNING

Julie Bruggner

Three Rivers Section 260.348.1369 (h) julesslb@msn.com

TECHNICAL INFORMATION

George Murphy Smoky Mountain Section 865.482.9175 perfanalysis@comcast.net

TECHNOLOGY

Diana Quinn Peachtree Section dianaquinn@me.com 770.635.8112

1955-1957 Dr. Milton Allen =

1957-1959 Dr. Ken Bartlett, Jr =

1959-1960 L. B. Kirkendall =

1960-1961 Arthur G. Rippey=

1961-1962 Allen G. Bishop =

1962-1964 John W. Burnside =

1964-1966 Walter G. Vartan

1966-1968 Frank S. Baker=

1968-1970 Harger W. Dodge =

1970-1972 J. Chadwick Hunt=

1972-1974 Otto Saborsky=

1974-1976 Allen Funkhouser=

1976-1977 Tracy Williams =

1977-1978 Thomas Doherty=

1978-1979 Fred Lustig=

1979-1981 Phil Parrino =

1981-1982 Ferne Gardner=

1982-1984 Grant Elford =

EDUCATIONAL FOUNDATION

President Bryan Gunning bgun@sprynet.com

LEGAL COUNSEL

Thomas James

1984-1986 Hyatt Cheek

1986-1988 Murdoch Campbell =

1988-1990 Virginia Turner

1990-1992 Robert Beltz

1992-1994 Robert A. Martin =

1994-1996 Kathy Kennel =

1996-1998 Walt Anderson

1998-1999 W. Robert Nitske =

1999-2001 H. Peter Watson

2001-2003 Donald Leap =

2003-2005 Richard Simonds

2005-2007 Jim O’Sullivan

2007-2009 Peter Lesler

2009-2011 Rodger Van Ness

2011-2013 Steve Dierks

2013-2017 Terry Kiwala

2017-2019 Gene Jurick

2020-2022 Julie Bruggner = Deceased

MERCEDESBENZ USA

Customer Assistance

800.367.6372 (U.S.)

800.387.0100 (CANADA) Classic Parts & Information

866.622.5277

classicparts@mbusa.com

NORTHEAST REGION

REGIONAL DIRECTOR

Michael Georgewsky

800.878.9566 michael@georgewsky.name

ATLANTIC CANADA

Contact Regional Director

MINUTEMAN

Dean Coclin 781.789.8686 mbca.minuteman@gmail.com

NORTHERN NEW ENGLAND STAR

William Raymond HUDSON-MOHAWK

James R. Wright 518.439.3178 hudsonmohawkmbca@gmail.com

NIAGARA

Joanie Long 716.655.4515 joanielong@verizon.net

FINGER LAKES

Obed Opare-Sem 732.618.6345 obed.opare.sem@hotmail.com

OTTAWA

Thomas Lang 613.596.5460 tlang1@sympatico.ca

MONTREAL

David Peebles 514.941.5320 unimog@securenet.net

TORONTO

Peter Spitzer 905.599.5770 mbca@spitzerinc.com

SOUTHEAST

REGION

REGIONAL DIRECTOR

David Wommer 904.534.7319 davidwommer@gmail.com

SOUTHERN STARS

Gary Keener 904.635.9888 gary.keener@mbcasouthernstars.com

CENTRAL FLORIDA

Robert Hartmann 407.913.6134 (h) hartmann.r@att.net

SOUTH FLORIDA

Michael J. Chrusch

561.990.7886 (h) 954.260.6466 (c) michaelchrusch@hotmail.com

ROAD STAR

Barry Paraizo 561.310.8957 ferrbp@bellsouth.net

SOUTHWEST FLORIDA

Christopher Pakietur

239.287.1368 cpakietur@gmail.com

TAMPA BAY

Gary Dolin g.dolin@verizon.net

MID-ATLANTIC

REGION

Bill Fisher 609.221.2633 billfishermbca@yahoo.com

CONNECTICUT/ WESTCHESTER

Winthrop E. Baum 203.858.6300 win@winbaum.com

NORTHERN NEW JERSEY

Valerie Cristiano 908.369.0793 mercedeslady1@verizon.net

SOUTH JERSEY

Ernest Schirmer 609.895.1611 eschirmer@ieee.org

NEW YORK CITY & LONG ISLAND

Oliver Seligman

917.763.0178 (c) 212.510.8293 (h) mogs05@aol.com

KEYSTONE Marty Rexroth

717.764.0624 marstang@aol.com

NORTHEASTERN PENNSYLVANIA

Mike Ziegler

610.504.5370 (c) mikez@zieglersrv.com

DELAWARE VALLEY Contact Regional Director

CENTRAL REGION

REGIONAL DIRECTOR

Ken Koehler

317.669.2072 (h) skkoehler@att.net

BLUEGRASS STARS

J. Anne Gilliland mbca2023jag@yahoo.com

NASHVILLE Randy Bibb 615.259.1349 rbibb@lewisking.com

SMOKY MOUNTAIN

Contact Regional Director

MEMPHIS

Bill Sudekum sudekumwa@msn.com 662.429.3407

CINCINNATI

Tyler O’Brien 513.477.3056 tylerob1@gmail.com

INDIANA CROSSROADS

Roger Brummett 317.721.2784 roger@metroelevator.com

ST. LOUIS GATEWAY

Rick Siefert 314.435.1903 (c) rick.siefert@att.net

MISSISSIPPI

Mike Marsh 601.946.1950 (c) mike@marshmarketing.ms

EASTERN REGION

REGIONAL DIRECTOR

Diana Quinn 770.635.8112 dianaquinn@me.com

GREATER WASHINGTON

Rugger Smith 703.861.0402 prsmith3@msn.com

CENTRAL VIRGINIA

Todd Lusby tlusby@gmail.com

VIRGINIA

Donald LaBar

757.226.0048 dlabar3@verizon.net

TRIANGLE Christopher Smith cdsmith74@gmail.com

TARHEEL

Barry Huff bdh@triad.rr.com

CAROLINAS Stephen Brooks mbcacarolinas.president2022@gmail.com

PEACHTREE

Gary Edwards 757.831.9556 edwardsgw@nu-z.net

ALABAMA-NW FLORIDA

Jim Sparacio 205.243.7727 jim506@charter.net

CENTRAL GEORGIA

Thomas Couch 478.741.9014 tommycouch@live.com

GREAT LAKES REGION

REGIONAL DIRECTOR

Jeff Hirst 724.745.6783 mbcagreatlakesrd@gmail.com

PITTSBURGH Sandra Turko 742.527.0838 mbcapghchapter@gmail.com

CENTRAL OHIO Dennis Barry lexi500@aol.com

NORTHWEST OHIO

Branton Pardee 419.215.1696 techdada@yahoo.com

WESTERN RESERVE Rod Thompson 440.247.2853 renold.thompson@ clevelandship.com

THREE RIVERS Contact Regional Director

INTERNATIONAL STARS Don MacDonald 248.647.8430 don.macdonald1@gmail.com

WESTERN MICHIGAN Matthew Short 269.760.7204 mshort2@gmail.com

MIDWEST REGION

REGIONAL DIRECTOR Contact National VP

WISCONSIN Bruce Hamilton 608.754.6066 n12em@sbcglobal.net

CHICAGOLAND Robert Schuldt bobshuldt@comcast.net

CENTRAL ILLINOIS Bernice Haverhals bhaverhals@yahoo.com

MINNESOTA John Jacobson 651.690.5115 benzboy@comcast.net

IOWA HAWKEYE Bob Young 515.229.3870 bobyoung@inbox.com

KANSAS CITY Rich Carlson rich@kcmbca.org

SOUTHWEST REGION

REGIONAL DIRECTOR

Ron Borino 602.550.9939 southwestdirector@desertstars.club

DESERT STARS

Debbie Ichiyama 480.268.9535 (h) dichiyama@me.com

CHAPARRAL

Michael J. Welton 361.648.9692 mjwprofconsult@aol.com

LAS VEGAS

Robert Hellriegel 702.768.7530 hello_rjg@yahoo.com

LOS ANGELES Amir Rudyan amir@avmindustries.com

ORANGE COUNTY Kevin Faunce mbcaorangecounty@gmail.com

SAN DIEGO Michael Cooper 760.650.6206 michaeldenise1212@gmail.com

CHANNEL ISLANDS

Peter Samaha 805.890.8489 psamaha@msn.com

SOUTH-CENTRAL REGION

REGIONAL DIRECTOR

Brett Jurick 214.773.7820 bjurick@tx.rr.com

NEW ORLEANS

Sandy Downing 504.813.3086 sandown60@aol.com

OZARK Dennis Anderson 479.295.8008 dt.anderson@cox.net

CENTRAL OKLAHOMA Jeff Leatherock 405.306.9495 leatherock@aol.com

EASTERN OKLAHOMA

John Kushnerick 918.527.8121 jkushnerick@cox.net

REGIONAL DIRECTORS & SECTION GUIDE

NORTH TEXAS

Jerry Chenault jerr3111@msn.com

FORT WORTH

DJ de Jesus

817.732.8773 (h) djdejesus@charter.net

HOUSTON

Erroll Hines eahines@aol.com

LONE STAR

Ginny Pitzen ginnypitzen@yahoo.com

TEXAS HILL COUNTRY

John Briggs johnrb2018@gmail.com

WESTERN REGION

REGIONAL DIRECTOR Contact National VP

HAWAII

Shawn Merrill 650.255.8202 hicmdo1@gmail.com

CENTRAL COAST

Yvonne Lazear 805.402.2322 ylazear@gmail.com

CENTRAL CALIFORNIA

Kathryn Splivalo 559.289.0578 kaspliv@gmail.com

SAN FRANCISCO BAY AREA

John Goode 650.215.3402 goode4me@gmail.com

SACRAMENTO David Michael 415.939.9000 demichael@gmail.com

SIERRA NEVADA

Gail Wells blackswan342@gmail.comt

ROCKY MOUNTAIN REGION

REGIONAL DIRECTOR

Steve Dierks 719.593.9557 steve.dierks@gmail.com

WICHITA

Lee Elrick 316.634.2088 leeelrick@me.com

EASTERN NEBRASKA

Sandy Dose 402.334.8126 (h) doses@stifel.com

MILE HIGH Stan Rios 720.404.6362 rican6987@gmail.com

PIKES PEAK

Andrew Nelson 719.217.9481 ottobahn2@gmail.com

NEW MEXICO

Jo Chase 505.220.3267 farmgal229@aol.com

NORTHWEST REGION

REGIONAL DIRECTOR

Jeff Shindler 604.271.1829 (h) 604.910.1829 (c) jeff.shindler@telus.net

IDAHO

Robert Heath 208.599.3334 rwheath75@hotmail.com

SEATTLE

David Glass 425.869.6706 davidr.glass@att.net

PORTLAND

David Abarr 541.981.1919 mbcapdxdave@comcast.net

ALBERTA Satellite to British Columbia Section

BRITISH COLUMBIA David Cooper djcooper50@shaw.ca

VANCOUVER ISLAND

Robert Watson 250.652.5667 (h) mbca.visland@gmail.com AMG’s

BEWARE OF SCAMMERS!

1957 190SL. Light Blue / Navy Blue, 49,000 miles. Extremely presentable, cosmetically restored in 2013 with hard & soft tops. Drives smooth and tight. Restored body, interior, chrome, top. New starter, brakes, muffler, rubber, gas tank, water pump, thermos, radiator. Many more restored and reconditioned items. Kim Eiseman, 610/805-7911.

1976 450SLC. Silver / Black. Excellent condition. Runs great. Michelin tires, CD player, California car, leather, paperwork, engine overhaul, clean and original. $14,900. Kevin McSherry (818) 5058498, kkmac@twc.com (CA).

1986 560SL. Silver / Blue, 33,300 miles. All original, two meticulous owners. Always garaged, perfectly maintained, with full documentation. Hard top, original floor mats, first aid kit, car/top covers, etc. Enthusiast/Collectors dream. $59,500. Jay Diesing: (631)902-9883 jdiesin1@optonline.net (NY).

1964 230SL. Rose Metallic / Cognac, 68,500 kilometers. Euro model. Garaged, well-maintained 230SL awaits its next loving owner. Numbers matching original engine and transmission whish you about with the most delightful purr in this celebrated roadster. This classic will keep you smiling! Kevin Malecki, 757/869-3234.

1984 380SL. White / Blue. 67000 miles. Original paint, interior, tools, books, first aid kit. Runs great. Ceiling hoist for matching hardtop. Blue rag top. One extra wheel. Removable wind screen. Owned since 2005. Garaged. Edward Kimtis, 609/721-3569 (NJ).

1987 560SL. Bronze / Brown. 88,831 miles. Garage kept, car runs great, and looks fantastic. Whenever the car is on the road, people notice. This car is a great example of a very nice driver. Since I have owned, seats have been recovered. $29,000. Wendell Gundlach, 336/209-2736, wendellgundlach@gmail.com (NC).

1970 280 SL. Deep Red / Bamboo. 60,000 miles. Data cards, correct block, transmission and fuel injection unit. California car with AC, auto and hard top. Many parts rebuilt and or replaced. Engine bay is very detailed, and underside is solid with primer on underside $132,000. Bryan Hepper, 847/971- 6462 bryanhepper@yahoo.com (IL).

1985 380SL. Signal Red / Palomino, 211,000 miles. Good looking perfect car for hands-on new owner. Repainted, tan soft top (like new), Pioneer stereo, garaged. Driven sparingly last 15 years. Few drips, engine runs well, recent oil change. Car cover & hardtop stand included. Greg Bixby, 502/620-8139, 08_rowers_prenump@icloud.com.

1989 500SL. Blue Black Metallic / Gray Leather. 23 miles European 500SL 107’s are actually more powerful than the 560 SL. RHD delivery August 30, 1989 one of the very last 107’s manufactured fully documented history, professionally stored and serviced since new. Recent $3,500 bumper to bumper service by local Mercedes-Benz, All fluids changed. Price for this rare machine unequaled anywhere in the world other than Mercedes-Benz Holy Halls. $350,000. Jack Levin, 404/388-4427, bestrealtor@mindspring.com (GA).

1975 450SL. Silver / Blue. 100,000 miles. Project car. Used to run, not road worthy. Needs to be restored. Call for more info. $3700. Ernie Fancy, 508-377-8286 (MA).

1985 380SL. Signal Red / Palomino, 135,000 miles. Beautiful. Many restored parts including new chrome wheels and tires, interior restored with Mercedes upholstery, all weatherstripping replaced. Diligently maintained by independent Mercedes mechanic. $12,000. 760/533-3393, davidtsocal@gmail.com.

1988 560SL. White / Maroon, 63,579 miles. Very clean condition. Original paperwork and maintenance records. Always garage kept. Owned for five years. Will sell for an agreed upon value set by a licensed appraiser. Hard & soft tops. Tom, 401/595-5513.

1976 450SL. Gold / Palomino, 98,900 miles. Air conditioning upgraded in 2018. Interior is 90% complete, with dash and center console left to be replaced. Hardtop with holder and car cover included. Transmission seals and rear engine seals replaced. Runs great. $17,000. Vito Ferrante, 615/967-8458, vitof@bellsouth.net.

1986 560SL. Black Pearl / Grey. 75,000 miles. Only two previous owners. Original paint, interior, Becker radio, tools, books, and first aid kit. Everything works. Recent services include: rebuilt steering components, idle control unit, four new tires, and A/C compressor. More photos available. $32,500. Larry Taylor, 717/406-8015 larryt543@yahoo.com (NY).

1996 SL500. Imperial Red / Parchment. 104,000 miles. Beautiful California and Oregon Pacific Northwest car. Clean Title, garaged. Runs and drives great. Has minor issues. Original window sticker was $89k+. Extras include; repair receipts & first aid kit. Health forces sale. Asking $18,000. Ellice Reed: (971)337-7609 (OR).

Be careful. Online crooks can scam you. It’s best to sell to someone you know, or to confirm the transaction with a mutual friend, like a club member. Note that cashier’s checks are easily faked. Ask for a direct bank-to-bank transfer and confirm receipt before releasing your car. The most common scam is when the Scammers offers more than your asking price, paying with a cashier’s check, with excess to be used by you to pay for shipping.

1997 SL500. Polar White / Parchment Leather. 34,759 miles. Show-grade all-original SL garaged day and night. 746 Dark Brown Soft Top & rest of my SL are like new. Bought from and always serviced by Hoehn Mercedes, Carlsbad (San Diego) CA. Hardtop & records. More photos & details at 97SL.com $25,995. Ken Rockwell, 858/453-2099 mbca@kenrockwell.com (CA).

2004 SL55 AMG. Brilliant Silver Metallic / Ash, 47,333 miles. Excellent body, original paint, interior and mechanicals. Owned for three years. Serviced at MB dealers for most of its life. New Conti DWS06 tires. No accidents evident. Keyless Go, Alcantara headliner, walnut trim, panorama roof, ventilated seats, navigation. $26,000. Will Gessner, 267/475-9359, willgess@comcast.net.

2012 SLS AMG. Alubeam / Classic Red designo leather, 14,200 miles. Options include Bang & Olufsen 1000 watt sound system; carbon fiber trim; enhanced carbon fiber package including seat, sills & back; AMG steering wheel; Xpel package. Documented exemplary service history with no expense spared. Last B service at 14,200 miles. $259,700. Jack Levin, 404/388-4427, bestrealtor@mindspring.com (GA).

1998 SL500. Silver / Grey. 31,000 miles. All service records, always garaged, showroom condition outside and interior, no major mechanical issues. $14,000. Donald Case, 203/253-8717, dcase236@gmail.com (CT).

2011 SLS AMG. Alubeam Silver / Beige, 25,200 miles. Rare high spec! Carbon ceramic brakes, carbon fibert engine cover, carbon interior trim, AMG sport suspension, full PPF wrap. Owned four years. Title in hand. $225,000. Manil Uppal, 919/949-2639, maniuppal@gmail.com.

2022 SL63. Alpine Grey / Sage, 27 miles. Below MSRP with a lot of extras. Zweck, 305/908-8911, info@zweck.com

NO PHOTO PROVIDED

2001 SL500 Sport. Silver / Black, 64,200 miles. Very clean, low mileage. Beautiful convertible. AMG package. All hydraulics have been replaced. Hardtop and holder. Body excellent condition. Some wear on interior. Tires have less than 10K. $15,900. Tricia Truscott, 217/898-5704, email632@yahoo.com (IN).

AMG performance suspension. $299,000. Jack Levin, 404/388-4427, bestrealtor@mindspring.com (GA).

1953 Mercedes 300 Adenauer. In primer. Large sunroof sedan, engine in cradle, rolling car, no gas tank. All doors disassembled, interior & wood very weathered, 90% parts intact. Very limited restoration, all primer. Good candidate for full restoration. Consider all reasonable offers, cash only. Juergen Berthold, 802/263-9876 (VT).

2002 SL600 Silver Arrow Edition. Silver Arrow Silver / Black. 39,000 miles. The SL600 Silver Arrow Edition has been called “The Holy Grail” of the R129 line. Service records, always garaged, showroom condition, many show wins, new tires, no major issues. $110,000 OBO. Bill Faison, 919/414-5197, drcbill@aol.com (NC).

2012 SLS AMG. Designo Mystic White II / Classic Red/Black Designo Exclusive Leather, 9,930 miles. I have driven many SLS’s, there is just something the way this SLS drives and feels that elevates it to the spectacular realm. Perhaps it’s just something the previous fastidious owner said as he reluctantly parted with his baby. “On the rare occasion I got caught in the rain this machine has never been put away wet.“ Exemplary service history--last “A” service at 9804 miles. $229,000. Jack Levin, 404/388-4427, bestrealtor@mindspring.com (GA).

1963 220SE Convertible. Blue / Blue, 105,000 miles. Original black plate CA car. No rust. #1 car. Complete restoration. Standard shift car. Richard DeVito, 781/899-2702x142, radsr@pnpco.com (CA).

2004 SL500. Iridium Silver / Berry Red, 126,427 miles. Well-maintained with AMG sport options. Active body control, updated 2007 taillights, garaged and not driven in winter. $11,900. Alan Barhorst, 608/695-4052, alanbarhorst@aol.com.

1970 220D. Light Beige / Dark Brown, 155,058 miles. 4 speed console shift. One owner, records. 155,058 miles on engine. Garage kept, runs strong. $16,500. Ron Hershberger, 918/371-8788 rj.hershberger@gmail.com (OK).

2011 SLS AMG. Silver Chrome / Classic Red Designo Exclusive Leather, 23,700 miles. Celebrity owned by Siegfried Fischbacher of Siegfried and Roy in Las Vegas. Silver chrome gloss lamination wrap, Glanz ceramic coating. Options include B & O, carbon fiber, enhanced carbon fiber, and

1971 280SE. Blue / Blue, 115,000 miles. Texas car, no rust, 6 cylinder automatic, power windows, air condition, heat, everything works, blue M-B Tex interior with enhanced wood detail. $21,500. Gerhard Klarwasser, 508/695-6966 rt1models@comcast.net (MA).

1981 300CD. White / Blue, 193,000 miles. North Texas car from 2016-2023. No rust, in excellent mechanical condition. Paint and body need TLC. All original. $8000. Eduard Tallens, 214/908-0572, bobsplanttackle@gmail.com (TX).

1990 300SE. Smoke Silver / Palomino, 111,500 miles. Excellent original condition. Short wheelbase car with the venerable M103 engine. Documented maintenance with all OEM parts (recent >$10k spent). Southern car (CA). Enthusiast owned. Pre-purchase inspections gladly facilitated. $17,500 OBO. Marcus Droege, 954/610-7783, mdroege@pharmaconcepts.com (IL).

1972 250C. Brown / Brown, 100,000 miles. W114 for sale. Interior and exterior in excellent condition. Runs great, no leaks, has never seen bad weather, always stored temp controlled. Clean title in hand. $19,800 OBO. Markus Machers, 734/883-5314 (IL).

1983 300D. Ivory / Palomino, 300,000 miles. Family owned, all original, Silver Star recipient, travel car, never wrecked, always garaged, $3K in boxed spare OEM parts, all records, fully serviced, Ziebart rustproofed when new. $25,000. David Kennedy (540) 588-3033, hedgehog2343@gmail.com (VA).

NO PHOTO PROVIDED

1990 300SE. Black / Palomino Leather, 46,000 miles. First Place Winner NE MB Club Concours 9/22. Car is completely original and unrestored Completely sorted and all equipment works as it should including Becker cassette. Paint, interior and chrome are all in excellent survivor condition. $25,000 firm. Clint Sager, 617/688-0059 (MA).

1972 280SE. Beige / Brown. Good condition, 4.5L V-8, 27k miles shown, TMU but believed to be 127k miles. Runs strong, new tires and battery, paint good, everything works except radio. Very classic and classy, call or email for more pictures. $12,950. Robert Feiner, 860/989-1700 rfeiner@feinerwolfson.com (CT).

1984 500SEL. Dark Blue / Beige. 226,000 miles. Good body. Sunroof. No radio. Clear coat mostly gone. Cracked windshield. Front seats have rips. Runs too rich to pass smog. Not licensed. No back DMV fees due. Odometer broken. On blocks for 6 years. $1,100. Henry Munster, 925/878-8002 (CA).

1990 560SEL. Champagne / Saddle Leather, 184,000 miles. Excellent condition, two owners with the current owner since 1994. Always garaged. Full service records. Car is in St. Louis. Asking $19,000. Robert Woods, 703/907-9354, rpwoods13@gmail.com

1973 280SE 4.5. Blue / Blue. Always Southern car. Sorted and maintained by Pierre Hedary. More than $17,000 in documented repairs and maintenance during my 7 years ownership. Great mechanical condition and very good overall. Email for photos or with questions. Sebastian Marcilese, 917/584-5981 inbox@marcilese.us (FL).

1987 300D Turbo. Grey / Blue, 100,000 miles. North Dakota car. A great driver in very good condition. $6,500. Harry Ramler: 320/250-3956, h47ramler@gmail.com (MN).

1992 300TE 4Matic. White / Tan, 150,000 miles. From the collection of past Mercedes-Benz Club member, Jim Luikens. Concours Condition, AMG Wheels, runs & drives excellent, needs nothing. Includes car cover. Pictures available. $20,995. Roger Rosebush: (989) 415-3140 rog.rosebush@gmail.com (MI).

1976 280. White / Tan, 108,594 miles. Runs / Drives. Tires in good shape. Recent new water pump, fuel pump, and carburetor. New headliner. Recent brake service. Car is a project (body rust). Once I thought I would do, but things have changed for me unfortunately. Asking $5,800 OBO. Mathew Allison, 614/565-7281, mjallison1@gmail.com (OH).

1988 420SEL. Desert Taupe / Cream Beige leather, 110,268 miles. One owner, 4.2L V8 Engine, power windows, sunroof, locks, mirrors, seats. Garaged since purchase. Maintenance records & manuals included. VIDEO: https://youtu.be/bTC8_BuNlMQ . Deidre McKee, 847/650-2783, deidre1@mac.com (IL).

1995 E320 Convertible. Green / Tan, 79,000 miles. E320 convertibles only made for 2 years. The last handmade Mercedes, perfect condition, just tuned & complete service, never seen rain or snow, new hydraulic convertible motor. $24,000. Harvey Kay 440/646-8400 (OH).

2001 C240. Black / Black, 180,672 miles. This is a one-owner C240 with service records and a 6-speed manual transmission. It has an Alpine stereo complete with Apple CarPlay. We are a consignment dealer selling on behalf of the original owner. $10,995. For more pics & info, visit sheltonclassics.com, info@sheltonclassics.com (NC).

2002 E430. Black / Java Leather, 119,000 miles. Good original car with no rust. Car runs and drives great. PA inspected until 12/23. Has sunroof and heated front seats. No accidents or damage reported on CARFAX. $5,400. Jeff Hirst, 724/745-6783, mbcagreatlakesrd@gmail.com (PA).

2006 CLS500. Emerald Black / Black Leather, 161,000 miles. AMG Sports package. Non-smoker, extra clean/garaged. In CA until 2020. AMG quad rear exhaust, grille, trunk + roof spoilers. Replaced valve cover + transmission gaskets, front & rear brakes, front wheel bearings within 5k miles. Serviced within 1k. Comes with records, manuals, key. $9,000 OBO. Pamela Evans, 408/718-2000, pamela_evans_us@yahoo.com (NC).

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Coupe. Designo White Metallic / Porcelain, 13,877 miles. Panoramic sun roof with sky control. Vehicle is in excellent condition, low mileage and has been garage kept. Asking $138,600. John Lord, 402/677-3850, jlkyw38@icloud.com (NE).

2020 S63 AMG Coupe. Designo Diamond White Metallic / designo Black exclusive Nappa leather. 4760 miles. Fully loaded including rare Magic Sky. Mercedes CPO warranty through 1/2025. Ceramic paint protection. Please email or text for further information. $139,500. Jerry Herron, 918/284-5516, messageforjerry@hotmail.com (OK).

PARTS & MISC. FOR SALE

NO PHOTO PROVIDED

Classic Mercedes-Benz restoration / sales center business for sale. Stellar Reputation known World Wide, Established Profitable Mercedes-Benz Restoration Facility / Sales Center Business For Sale. Fully staffed. Ongoing book of business. Location Palm Beach, Florida (CA).

New, used and refurbished W123, W126 & R107 parts. Barn full of diesel parts for 1977-85 W123 & W126 cars, and 1974-89 R107 cars. 35 years experience with these cars and parts. Happy to respond with answers & advice. William (Chip) Johnson, 757/789-3203, classicmercedesparts@gmail.com (VA).

Gray

Black, 142,384 miles. Outstanding S550 from MBCA member (83 yrs. old), who is retired and must downsize. Owner since 2012; most options, incl. night vision assist; recent new tires and brakes. Serious buyers only – if you see it, you will buy it. $10,695. Ray Saukkola: 310/986-5453 (CA).

Loaded, like new & extremely well-maintained. Rated 5 stars. $115,000 with 1 year warranty. Darrell Basgall, 214/537-4266, darrellbasgall@gmail.com (TX).

2018 Metris AMG Wheels (4). Very good condition. Sensors good but not included. $150 per rim, to be sold as a set only. Call or email for complete pictures of each world. Shipping cost to be determined based on location. William Glover, 321/277-9624, wglover3@aol.com

2010 E550 4Matic. White / Almond, 64,480 miles. Clean Carfax, garage kept new tires, air suspension, in perfect mechanical condition. $25,900 OBO. Gerry Fimiani, 617/908-1457 (MA).

2014 SLK55 AMG. Fire Opal Red / White / Black, 16,000 miles. Perfect condition, AMG engine signed by builder. Only 400 built that year. Complete service records by MB dealership. Video https://youtu.be/C3--GYibci0 and photos https://youtu.be/EA2PJhUSnNs $55,000. Mike McHann, 901/299-6341, mike.mchann@eccotek.com.

2015 E350 Wagon. White / Beige, 71,000 miles. This is well cared for MB wagon with original owner and all records. Ratan Shah, 412/610-0429 ratanshah@comcast.net (PA).

2016 S550 Coupe. Lunar Blue / design Crystal Grey / Black, 34,102 miles. Hard to find one like this. MSRP was $147,775. Options include Swarovski crystal headlamps as well as Magic Sky Control. All service done at MB dealer, clean Carfax, no accidents. Mark Pelchen, 724/454-7823, mpelchen@comcast.net.

2017 Leisure Travel Van Serenity. Beige / Gray, 83,000 miles.

2017 S65

2006 Mercedes SLK 350. Black / Black. 13,100 miles. 918/899-3032, tarilouise@icloud.com

2008 S550. Flint

/

Looking for a license plate frame from Autohaus Brugger in Redwood City or Palo Alto, CA. Nathan Low, 614/580-8533, nathanjl@zoominternet.net (OH).

4 – 13” Trim rings. In very good condition, all attachment hardware intact. Very minor dents in two rings, minor oxidation in chrome, otherwise very presentable. Paul Roth, 608/843-3183, proth57@gmail.com.

SL65 sales brochure. Perfect collectible for any SL65 owner or enthusiast. Mint condition, carbon fiber simulated cardboard rigid cover. Never opened, full color, can email pictures if interested. $175. Tyler O’Brien, 513/477-3056, tylerob1@gmail.com.

NO

14” Chrome Bundt Wheels. I have for sale a nice set of chromed 14 inch Bundt wheels and lugs. Wheels are in good condition. Tires are Kuhmo with decent tread but look to have some age on them. These will certainly dress up your 1980s SL or other vintage Mercedes. Steve Poteet, 423/667-4254 mspoteet@epbfi.com.

Mercedes-Benz 3D License Plates. Three dimensional emblems on a brushed aluminum plate and stainless steel frame. Clear protective plate lens & mounting hardware. www.autofashion1.com Frank Roberts, 786/535-5624, autofashion1@yahoo.com.

Parchment leather seats with horsehair pads for W108 or W109 sedans. Inquire. Terry Kiwala, 312/286-0532, tk@alumni.nd.edu (IN).

EQS tires. New take-offs, Goodyear Eagle F1 255/45R20, less than 200 miles. $300 OBO. Local pickup or deliver within 100 miles. Ron Ishimoto, 517/394-4688, rpish1234@gmail.com.

W221 AMG Sport Wheel. 2006-13. Joe Walsh, 314/479-1883.

Mercedes books/literature for sale. Sales literature from 1970 to 2022. Most all models. Send me an email (no text) for a complete list with special prices for MBCA members, before I list on eBay. I joined the club in 1967 and have tons of literature to place in good hands. Thank you. Bill Burkhardt: 913/648-1835 Landline. No text. wburkhardt@kc.rr.com.

▸ PARTS & MISC. WANTED

Wanted: vacuum pump for 1999 SL 500 Part # 129 800 1848. Vince Guarino, 310/968-1891, vgrng@aol.com (CA).

60s/70s miscellaneous parts. NOS MASTER cylinder reservoir. for W110/W111; 220SE Cpe./Cab. Owners Manual in good condition; 250S/SE/280S/SE Parts Catalog in Ex. Cond.; Pr. Interior Door Handle Chrome, like new; 2 New Pagoda Grille Badges, discounted (sold my SLs); 111 Trunk Star & Badge. Larry Ledbetter, 703/780-1505.

G-Wagen design Floor Mats. These mats came off my 2015 G63AMG. The passenger side mat is brand new and still in the plastic from the dealership since they had to replace it for me. The other mats are in very good condition. Email me with any questions. Philip Solages, 678/457-1496, pysolages@gmail.com.

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Mercedes-Benz Shop Closing. All leftover assorted manuals, parts and tools for sale. For most models 1960-1990. Mostly used, some new. Call with needs. Jeffrey, 410/526-4495.

Wanted: 114 or 115 in excellent condition. Ambrose Moran, 705/656-2000, ambrose@ambrosemoran.com.

Hubcaps. 8 hubcaps with mounting clips, ranging from zero curb marks to some with slight to moderate scratching on the edges. All totally restorable. 4 black and 4 cream. $80 plus shipping. Ken Childers, 804/241-9174 Chilbrook1@gmail.com.

Wanted: master mechanic. Seeking mechanic for modern engine upgrade for 1971 W108 sedan. Richard, 914/776-7332, race537190@aol.com

PHOTO PROVIDED

any make or model of car, truck, motorcycle or boat – running or not – in support of the Mercedes-Benz Club of America Educational Foundation (MBCAEF)

The MBCAEF supports automotive education, defensive driving programs for young people, and Mercedes-Benz technical documentation ALL

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ROAD LESS TRAVELLED

TEXT & PHOTO: Blue Nelson

A special 500K was provided and showcased by the Mercedes Classic Center in Stuttgart, Germany.

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