The Star®-November/December 2022

Small Footprint. Big Design.

Everything You Need in Just Nineteen Feet

Have the time of your life and bring along all the comforts of home in a nimble 19-foot package. Whether you’re heading down backroads, navigating busy city streets, or sliding into a standard park spot, the Interstate 19 handles like a dream. Head to the campground or plan an urban adventure in the city. Enjoy every luxurious amenity and every advanced safety feature. Now available with the optional E1 Package for upgraded power, performance, and travel freedom.

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FPhoto File

Fresh from its groundbreaking journey this past spring from Stuttgart to southern France (see The Star, July-August 2022), the Vision EQXX has again demonstrated outstanding electric performance, clinching a spectacular single charge drive of 1,202-kilometers (745 miles) from Stuttgart to Silverstone in England. This latest feat is one of a series of trips designed to test the radical vehicle’s advanced technology in real world conditions.

Rather than confronting the energy-sapping use and recuperation cycles of cold weather alpine driving – tested in April – this second trip tackled the tough battery challenges exposed by peak summer temperatures and dense stop-and-go traffic in Europe and England.

Despite unseasonably hot days and congested highways, the prototype kept its cool during the 14.5 hour drive. Using a super efficient electric drive that produces almost no waste, heat allows Vision EQXX to employ a compact and lightweight thermal management system. A carefully choreographed arrangement of aero-shutters, pumps, and coolant valves maintains an ideal temperature balance at minimal energy cost, while advanced aerodynamics and a clever underfloor cooling plate optimize air flow to further increase range.

A multi-source heat pump keeps the cabin cool in warm weather; although the air conditioning was in use for more than eight hours during the drive, it made almost no dent in overall energy use.

After threading a closed Autobahn and cross-country detour near Stuttgart, the Vision EQXX crossed into France and cruised the Autoroute before boarding the Eurotunnel at Calais. Once across the English Channel, the unique silver vehicle looped around London on the M25 and made a stop at Mercedes-Benz Grand Prix headquarters in Brackley. Waiting in Brackley to greet the futuristic machine were the Formula 1 and Formula E engineers who helped design the vehicle’s advanced drivetrain and lightweight battery pack.

At Brackley, Advanced Technology Director Adam Allsopp got behind the wheel for the symbolic final leg to Silverstone, site of the first Grand Prix in 1950: “Driving this beacon of the future of electric mobility to the place where the F1 story began, is personally very special. Completing the journey from Stuttgart to Silverstone on a single charge... makes us very proud,” said Allsopp.

Meeting the experimental vehicle at Silverstone, Mercedes-EQ Formula E driver Nyck de Vries steered the sleek prototype out onto the famous track. The race-winning Dutchman then proceeded to wring out the electric marvel, consistantly hitting its maximum limited speed of 87 miles per hour. After 11 high speed laps, DeVries used the last of the charge to bring Vision EQXX into the pit lane.

On 23-26 June, after a recharge at Mercedes High Performance Powertrains, Brixworth, the Vision EQXX drew awed crowds to the Mercedes-AMG display at the Goodwood Festival of Speed. With two historic 1,000 km+ trips already in the record books, the future looks very bright for the most efficient Mercedes-Benz ever built.

Stephan McKeown

After an epic journey from Stuttgart, the Vision EQXX laps historic Silverstone circuit at speed. INSERTS: On the Autoroute in France. Mercedes-EQ Formula E driver Nyck de Vries at the wheel.

This latest feat is one of a series of trips designed to test the radical vehicle’s advanced technology in real world conditions.

So Long, but not Goodbye

Well, this is it, my final column. It’s been nearly three years since I got elected and Gary Anderson told me I had less than a week to get my first one done. I’m sure the panic on my face told him just how comfort able I was going to be getting those in every issue. Because even though the President’s column was always the first thing I read when The Star arrived, I hadn’t given any thought to that being part of my duties if I got elected. But it has become a way for me to talk to all of you and I’m surprised to find I am going to miss it.

I’ve given a lot of thought to what I want to say in my last message. I think the most important thing is that no matter how you feel about me, or any other Board member for that matter, or how you feel about the Strategic Plan, or what we’ve done so far, you are still here for a reason. You are reading this for a reason. You are still a member for a reason. You must still care about the Organization and it must still give you some thing that you want in your life. I hope that it’s FUN!

For me, the “fun” has always been meeting and talking to all of you and hearing what you love. Whether it’s admiring the cars in a Concours, or even a simple Show and Shine, racing through the cones in an autocross or around the curves on a track, talking “shop” with other members at a tech event, or just taking a drive in the country, the Club has brought us together for these fun events in our lives. It has elevated the everyday experiences we might have had to the Mercedes-Benz level. That has made the time and effort I’ve put in the last few years worth it.

I would like to individually thank everyone who has helped me since I was elected President, but the list would be very long, and I fear I would inadvertently leave someone out. However, I must thank Mike Regennitter, our Executive Director. Without his help and guidance when I first took office, I would have been lost. I could always count on his integrity, his honesty, and for him to be there when I needed his help. Thank you Mike, dear friend!

See you soon, at our next fun event!

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The Road to Electric

Recently I took my parents for a ride in an electric car. It was not a Mercedes, but that's not the important part. I showed my folks how the electric car regained energy while we coasted downhill, and how everything else worked pretty much like a normal car. We talked about its range, where we could charge it in the small town where we all live, and how nice it would be not to have to pay for gasoline.

That's the quiet part of the coming shift to electric vehicles; the part where we learn that they're not all that different, and certainly not frightening. The other part is that the transition is now inevita ble. It seems every week or two, another automaker announces the end of devel opment on internal combustion engines and a date after which they will sell only electric vehicles.

Contributors

Take note, because we're all living through the biggest change in trans portation since the invention of the automobile itself. It's fitting that Mercedes-Benz would be a leader in both of those historic moments. Of course, then as now, there are folks who think the new technology is not an improvement, and they may be right. But if you look where Mercedes-Benz is investing their money, the future is clear.

In this issue of The Star, you'll notice that the news is mostly about electric vehicles that are here now, or will be coming soon. But we're the MercedesBenz Club of America, so we also present for you the best of Mercedes history, including classic feature cars, the sum mer's celebrations, and a wine tour I took here in the Pacific Northwest. I hope you enjoy the variety as much as I do.

Greater Washington Section member Brian Armstead’s media career has spanned 46 years. Brian is currently Editor-in-Chief of NAMAD Treads Magazine, and contributes both automotive and lifestyle content to WTOP. Com, Pursuitist.com, TheDetroitBureau. com and ForbesWheels.com. Brian is also a member of the North American Car, Truck and SUV of the Year (NACTOY) Jury.

Keith Henry’s “Trip of a Lifetime” (see article on page 60) is the culmination of his thirty-year dream to own and drive a Mercedes-Benz W113 Pagoda SL. Based in Yorktown, Virginia, Keith has been a member of the Mercedes-Benz Club of America’s Virginia Section off and on in parallel with the ups and downs of achieving his automotive dream.

Mike Spicer is an automotive writer and photographer based in Portland, Oregon. Bitten by the car bug at an early age, he always has a variety of interesting cars follow him home. Today, Mike shares his passion for classic cars through articles, photographs and videos. You can find more of his work by paying a visit to spicercollectorcars.com.

STAR R EPORT

The Mercedes-Benz Classic Center held the grand opening for its new location in Long Beach, California on August 12. Southern California has been the home of the Classic Center since 2006, and it remains the global hub of classic Mercedes-Benz ownership, restoration, and sales.

To celebrate the opening, several hundred friends and dis tinguished guests were invited to an opening ceremony, car show, and party with a live band. The theme for the evening was Hollywood, so everything about the event was centered around the magic that has made Southern California great and the roles that Mercedes-Benz has played in the glamor of Tinseltown.

The red carpet was laid down to showcase the rich history of the brand. Not one, but four 300SL Gullwings were displayed on the red carpet, and one of those was an extremely rare alumi num-bodied example. To go with the Gullwings, Mercedes-Benz added a pair of 280SL Pagodas, a 300SC, 300SEL 6.3, 200S Ponton, and a 200S Fintail. That was just the official show. The parking lot held many more gems, including a pair of vintage raceprepped 190SLs parked nearby, having braved the Southern California freeways to be there.

Mingling among the glamorous cars were guests dressed in glitter and sequins sipping champagne. Inside the 40,000 sq-ft facility was a group of classic Mercedes-Benz machines that were reminiscent of different films and time periods, like the Signal Red R107 from Beverly Hills Cop. Also on display were several cars undergoing restoration at the center.

Mercedes-Benz USA CEO Dimitris Psillakis came on stage to tell us what makes Southern California so special to MercedesBenz. Psillakis explained that Mercedes-Benz considers Southern California to be the brand's second home because so many vehicles have been developed with this market in mind. Back in the 1950s when Max Hoffman pitched a road-going 300SL to the marque, the idea was that there was a lifestyle suited to a vehicle such as the 300SL roadster. Ever since then, MercedesBenz has cemented its roots in history with an abundance of celebrity clientele, famous movie cars, and a celebration of open top roadsters such as the SL.

Psillakis was joined by Marcus Breitschwerdt, head of the Mercedes-Benz Museum in Stuttgart, as well as Mike Kunz, head of the Classic Center in Long Beach for the grand opening

Mercedes-Benz Classic Center Grand Opening • August 12, 2022 • Long Beach, California

ARTICLE RUBIN HOWARD IMAGES RUBIN HOWARD JEFF ZURSCHMEIDE

speeches. Breitschwerdt described the Classic Center as “a place of craftsmanship, knowledge and expertise, a key destination for classic car enthusiasts and a key hub for the brand’s heritage.”

Rather than cutting a ribbon, a mega-size version of the iconic Rubber Ringed Key used by Mercedes-Benz from the 1970s through the 1990s was inserted into an ignition tumbler to initiate the festivities by triggering a confetti cannon and music.

The Classic Center facility itself is well past impressive. The main hall is outfitted with lifts for a dozen cars at different workstations. Then there are expansive rooms circling the main hall devoted to metalwork, paint, mechanicals, and interiors. In the metalworking room was yet another 300SL Gullwing chassis on a rotisserie. The car had a tremendous amount of old sheet metal cut away and fresh steel pinned in place for the metal

NEW CLASSIC CENTER

craftsmen to hand-shape to final form on an English Wheel. Of course, the center’s entry area includes a gift shop as well as a customer lounge.

After touring the Mercedes-Benz Classic Center’s impressive new facilities, it is easy to understand the prestige behind the restorations carried out here. Each area of the center is pristine and spotless. Seeing the shiny floors, gorgeous ring lighting above each vehicle lift, and perfectly organized tool boxes made an everlasting impression. If your classic Mercedes-Benz is still on the road today, the chances are good that at least a few com ponents travelled through the doors of the Classic Center. If you find yourself in the Los Angeles area, do make time to stop in and see for yourself this living testament to the commitment of Mercedes-Benz to its history and customers.

From the red carpet to the velvet ropes, the opening of the stunning new Mercedes-Benz Classic Center in Long Beach, California was a gala worthy of the stars of nearby Hollywood.

STAR TALK Your Letters

Grand day with AMG

It was with fond memories of my own grand day out in 2011 that I read Zachary Tynan’s Grand Day Out article in the September-October issue of The Star! My AMG Driving Academy experience coin cided with my 71st birthday in April and was held at Road Atlanta in Brazelton, GA.

The weather was great, the track was fabulous, and the hosts and instructors were outstanding. In reading Zachary’s article, I could again see myself behind the wheel in each of the experiences that paralleled the ones described at Lime Rock. We drove the SL55s in the skid pad exercise, and I drove the C63 in my track lap at speed. I only wish I had more seat time in the SLS, although I jumped in the passenger seat of an SLS while the instructor led a group around the track; we got to spend quality time together when we ran out of gas after Turn 4, and had to wait for the track to clear and the fuel truck to arrive!

Tommy Kendall was the celebrity host, and he was my driver for my hot lap, a special treat I have remembered over the years – I don’t think he turned the CLK63’s steering wheel going through the back esses between Turns 4 and 5!

When asked by friends and family over the years to summarize my day, I use the following phrase in honor of the Academy instructors and the AMGs I drove: “A slow guy in fast cars!” To view a bonus video clip, see Six Little SLSs: https://www.youtube. com/watch?v=lW-eta4TMPE

David Waters Triangle Section

Saluting Gary Anderson

I was very sad to read of the passing of Gary Anderson, former editor of The Star. I send my love and prayers to his family during this difficult time.

My treasured memory of Gary is the surprise e-mail I received from him near the end of 2018 stating that he wanted me to write about my W201 for an upcoming issue. Gary then reviewed and tweaked my article as only he could. After the issue was published in early 2019, I sent Gary an e-mail thanking him for featuring my car. I also let him know that a copy of the article had a place of honor – with a gold frame – on the wall of my garage beside my much-loved W201.

Nancy Kuhn Desert Stars Section

We want to hear from you. Email jeff@falstaffpubs.com , or write to Star Editor, 1506 5th Street, Tillamook, OR 97141. All letters received are assumed to be intended for publication and may be edited.

Paul Russell

My thanks to Barry Patchett for his profile on Paul Russell Company, truly one of the world's great restoration firms. My first and only meeting with Paul was on a chilly early Sunday morning in 1993 at the Pebble Beach Polo grounds. I’d caught sight of a big Russell Company transporter with its doors open. Staring out was a black boat tail SSK with a Roma license plate.

As I was admiring this astonishing car, Paul mentioned the owner was on the way over, so stick around. Soon a limo pulled up and out slides the stylist himself, Ralph Lauren, in a classic blue blazer. After slowly walking around the car, he walked up to Paul, who graciously introduced me. Of course, that SSK won Best of Show.

I'll always be in debt to Paul for his hos pitality and kindness that morning. He has been involved with some of the world's finest automobiles, but surely the Count Trossi SSK Roadster ranks at the top.

Denton C. Smith Peachtree Section

1934 Type 290 Cabriolet B

I bought my first Mercedes-Benz on my honeymoon in 1966, a W113 230SL, and toured Europe for 7 weeks. I kept that car for 41 years.

I currently own a 1995 320 convert ible and a 1971 280SE with many special interior appointments.

The main reason for my letter is to share with readers the 1934 Type 290 Cabriolet B pictured here. I found this car about 20 years ago in Hershey, Pennsylvania. My son Tom and I restored it and then advertised it in Hemmings for $32,000. We found no buyers in the United States, but I finally sold it back to Germany. The car was unusual with a wooden frame clad in sheet metal.

I would be happy to see a story about these mid-priced cars in The Star.

Gerhard Klarwasser Minuteman Section

May we invite you to be the one to write that story? – Editor

Dave Waters at AMG Drving Academy

Gerhard Klarwasser’s 1938 290 B Cabriolet

2022

DeutscheMarques

The Western Michigan Section was one of five German car clubs taking part in the tenth annual DeutscheMarques at the Gilmore Car Museum, Hickory Corners, Michigan. This year’s show included 75 Mercedes-Benz vehicles representing five MBCA sections, a 10 percent increase over 2021. Highlights of the show were the Gilmore’s replica 1886 Patent Motorwagen,

and a 1938 540K, courtesy of Bill Parfet, the chairman of the Gilmore Museum board.

DeutscheMarques is always a special day for German car enthusiasts. Even more entries are expected in 2023, and hopefully many of those will bear the three-pointed star. Mark your calendar for July 8, 2023.

Ronald Harschman

Western Michigan Section

FIRST DRIVE

Staking a claim as the Goldilocks of SUVs, the 2022 Mercedes-Benz GLE450 4Matic might be just right for a lot of buyers. Bracketed by the smaller GLC and the larger GLS, the GLE is a genuinely comfortable conveyance for five adults in two rows of seating. Sharing a platform with the sim ilarly just right E-Class, the GLE is precisely the same overall length as the sedan, riding on a 117.9-inch wheelbase that’s 2.2 inches longer than the E-Class sedan. This extra length translates into 4.8 – 5.0 inches of additional legroom in the GLE over the E-Class, a not-insignifi cant figure making the second row even roomier than the first row. The GLE’s 39.6 inches of rear headroom and 58.3 inches of rear shoulder room outperform the E-Class’s space, too.

As an SUV, the GLE can handle 33.3 cubic feet of luggage behind its second row. Fold the second row flat, and you’ve opened 74.9 cubic feet of cargo space. We don’t want to shame the E-Class, but it has a trunk with just 13.1 cubic feet of space. The comparison isn’t really fair. Mercedes-Benz offers a third-row seating package for an additional $1,200, which misses the point of the GLE’s

superb packaging, adding a cramped third row and impinging on luggage space. If you genuinely need seven-pas senger seating capacity, the GLS does a much better job.

The United States and China get an entry-level GLE350 variant with a tur bocharged inline four-cylinder engine starting at $56,150 or a loaded biturbo V-8 in the GLE580 4Matic starting at $80,900. Our test vehicle, like the GLE itself, was the just right GLE450 4Matic with a tur bocharged 3.0-liter inline six-cylinder with EQ Boost mild hybrid drive. The setup produces 362 horsepower and 369 lb-ft of torque, which is enough power to propel the 4,991-pound SUV from 0 – 60 mph in 5.5 seconds on the way to an elec tronically limited 130-mph top speed. You can get up to speed quicker in the GLE580 and quicker still in the two AMG versions of the GLE (GLE 53, starting at $74,150, and GLE 63, starting at $116,850), but again, you’ll be missing that just right sweet spot.

The GL-Class got a significant make over for 2021, and the 2022 model carries on the new interior and exterior details. Like the E-Class, the GLE is a vehicle suited for both executive transport and

ARTICLE JASON FOGELSON IMAGES MBUSA MEDIA

family use. It’s elegant and attractive, with great proportions and superb fit and finish. Inside, dual 12-inch LCD screens share a common bezel, forming a hori zontal plane of information for the driver and access to the latest version of the Mercedes-Benz User Experience (MBUX) infotainment system. This is a satisfying interior in which to spend time.

Driving the Mercedes-Benz GLE is a true pleasure, further enhanced with the quiet confidence that comes bundled with Mercedes-Benz’s usual suite of standard and available active and passive intelligent safety systems. Highlights include active brake assist, blind-spot assist, Pre-Safe, and adaptive high beam assist with full LED lighting. 4Matic all-wheel drive is standard on the GLE450 and GLE580 and optional on the GLE350. Our test vehicle also came with the optional Airmatic suspension package ($1,710), a worthwhile invest ment in comfort that adds an adaptive damping system to further calm the GLE450 4Matic’s already smooth ride.

The 2022 Mercedes-Benz GLE450 4Matic may not be the perfect choice for every buyer, but it could be just right for you.

The global market for vans used for the local and regional delivery of commercial goods and services is estimated to reach over 26 million vehicles per year by 2026. About half of that market is based in the United States alone, with Europe, China, and the rest of the world growing rapidly. That's why Mercedes-Benz Vans and electric vehicle manufacturer Rivian recently announced a strategic partnership to cooperate on the pro duction of electric vans for commercial usage in Europe.

A powerhouse team

After clearing regulatory approval, the two companies intend to establish a new joint venture manufacturing entity to build and operate a factory in Europe to produce large electric vans for both Mercedes-Benz Vans and Rivian. Production is expected to begin in a few

years. The target is to build an all-new electric-only production facility in an existing Mercedes-Benz site in Central or Eastern Europe.

"Rivian was created to encourage the world to transition away from fossil fuel consumption by creating compelling products and services," said RJ Scaringe, CEO of Rivian. "We're delighted to be partnering with Mercedes-Benz on this project. Mercedes-Benz is one of the world's best known and respected auto motive companies, and we believe that together we will produce truly remark able electric vans which will not only benefit our customers, but the planet."

Common goals

The two companies envisage cre ating production optimized vehicle designs for efficient manufacturing on common assembly lines. By 2025, Mercedes-Benz/Rivian plan to produce

RJ Scaringe

Mercedes-Benz and Rivian announce a European joint venture to build electric delivery vans

eSprinter

ARTICLE STAR STAFF IMAGES DAIMLER GLOBAL MEDIA

RIVIAN

two large vans, one based on VAN.EA (MB Vans Electric Architecture), the electric-only platform of MercedesBenz Vans, and the other based on the second generation electric van, Rivian Light Van (RLV) platform. Rivian has already produced prototype electric vans for use by e-tail giant Amazon.com.

Today, Mercedes-Benz customers can choose from four battery electric vans: the eVito Panel Van, the eSprinter, the eVito Tourer and the EQV. With the new eCitan and the upcoming EQT the van portfolio will soon be com pletely electrified. The next generation eSprinter will be launched in 2023.

"As a pioneer in the field of locally emission-free transportation MercedesBenz Vans has gained broad experience in producing and launching eVans since 2010," said Mathias Geisen, head of Mercedes-Benz Vans. "Now we are accelerating the transformation to a

fully electric product portfolio. From 2025 onwards, all vans based on our new architecture VAN.EA will be elec tric-only. I am delighted that as part of this transformation we are now joining forces with Rivian – a highly dynamic and inspiring partner with a strong technology position. We are sharing investments and technology because we also share the same strategic ambition: accelerating the electrification of the van market with sustainable and supe rior products for our customers."

Looking ahead

From the middle of the decade, Mercedes-Benz Vans is on track to implement the next stage in its electri fication strategy with VAN.EA (MB Vans Electric Architecture). Starting in 2025, all mid-size and large vans based on the new modular architecture will be electric-only.

‘Mercedes-Benz is one of the world's best known and respected automotive companies, and we believe that together we will produce truly remarkable electric vans which will not only benefit our customers, but the planet.’

RJ Scaringe CEO, Rivian

Rivian Amazon van

Several all-new or revised Mercedes-Benz vehicles will arrive before the end of the year. With the addition of several new models in the all-electric Mercedes-EQ family, the company contin ues to redefine progressive luxury by building upon the strong foundation laid by the EQS Sedan to offer even more highly com pelling all-electric options for U.S. customers. The EQS Sedan expands its line-up for 2023 with the addition of the EQS 450 4Matic, which will join the EQS 450+ and EQS 580 4Matic. Following the EQS Sedan, the all-new EQE Sedan offers a dynamic driving experience and a comprehensive range of connected services. For 2023, the EQE Sedan adds the EQE 350 4Matic to its line-up, joining the EQE 350+ and EQE 500 4Matic. Representing the third model series built on MercedesEQ's purpose built Electric Vehicle Architecture, the EQS SUV will bring high-tech innovative features, comfort, and luxuri ous appointments for up to seven passengers. This all-electric luxury SUV redefines the benchmark in every respect.

The all-new, all-electric EQB 250+ SUV will join the EQB line-up as the long-range variant, becoming the newest entry

point into the Mercedes-EQ Brand. As the most affordable vehicle in the Mercedes-EQ line up, it interprets progressive luxury in an edgy yet comfortable way. The new seven-pas senger EQB offers both space and innovation for a variety of transport needs.

The Mercedes-AMG EQE Sedan majors on sporty and impres sive driving dynamics. This model is equipped with a powerful 328-volt high-performance drive battery, manufactured using the latest lithium-ion technology. The power of the electric motors is sent to the road by the standard AMG Performance 4Matic+ variable all-wheel drive.

While Mercedes-AMG takes great strides in electrification, the Mercedes-AMG C43 Sedan is also setting new standards for innovative drive solutions, making history with technology derived directly from Formula 1. The sedan features the AMG M139l engine, which is the world's first series production engine to be turbocharged with an electric exhaust gas turbocharger. The all-new C43 Sedan combines craftsmanship with a high degree of digitalization, and is poised to lead its segment in both power and efficiency.

Mercedes-Benz Model Year Launch Highlights

All-new EQE Sedan

ARTICLE STAR STAFF IMAGE MBUSA MEDIA

The 2024 Mercedes-AMG C63 S E Performance opens a new chapter in the 55-year history of AMG. The new C-Class hot rod uses state-of-the-art technologies derived directly from the Mercedes-AMG Formula 1 experience to the brand's newest road car.

The big news: a two-speed electric motor supports the most powerful production four-cylinder in the world; a handcrafted AMG 2.0-liter turbocharged engine. The 201 horsepower electric motor is positioned at the rear axle, and integrated with an elec trically- shifted two-speed gearbox and electronically controlled limited-slip differential in a compact electric drive unit. A light weight high-performance battery also sits above the rear axle.

Using electric support of the exhaust gas turbocharger, the new AMG eliminates turbo lag, while the electric motor at the rear axle pushes powerfully to launch the C63 from a standing start. The hand-built engine, with the internal designation M139l, is the world's first production engine with an electric exhaust gas turbocharger. This innovative system is derived directly from technology that the Mercedes-AMG Petronas F1 Team has been using for many years. The new form of turbocharging guarantees particularly spontaneous response across the entire rev range.

The electric powertrain and 400-volt high-performance battery are AMG-exclusive, in-house developments and underline the engineering prowess of the Affalterbach-based developers. Just as in Formula 1, the battery is specifically designed for fast power output, with innovative direct cooling of the cells. The combined system output is 671 horsepower and 752 pound-feet of torque. These are new benchmarks for the C-Class, and this car accelerates from 0-60 mph in an estimated 3.3 seconds.

For the first time in a C63, a fully variable AMG Performance Speedshift 9-speed transmission and 4MATIC+ all-wheel drive system transfer power to the road. Also standard is active rear axle steering, another unique feature in this segment.

"With the C63S E Performance, we are opening a new chapter in our brand history," says Philipp Schiemer, Chairman of the Board of Management of Mercedes-AMG GmbH. "We at AMG con tinue to show the courage and the will to realize the creative, the special things. The new C63 in particular is a real game-changer. I am sure that with this technology, which incorporates a lot of know-how from Formula 1, we will also appeal to a new group of customers."

ARTICLE STAR STAFF

DAIMLER GLOBAL MEDIA

Strang

There is something admirable in the way Mercedes AMG F1 is losing in 2022. No team in Formula 1 has ever won so much, so consistently, for so long. But great hegemonies come and go in all sport and it’s often the case that the fall from grace can be stark. Then sometimes, there is an agonizing and pro longed wait until a new regime, or a new talisman comes along and plots a fresh route to glory. That’s not necessarily the case here.

End of an era

It is certain that the current title streak of eight will come to an end for Mercedes. The Formula 1 Drivers’ Championship title will fall elsewhere, either into the hands of Red Bull Racing’s championship leader Max Verstappen, or less likely Ferrari’s Charles Leclerc, while Red Bull has also run away at the top of the Constructors’

to draw satisfaction from unmasking the secrets required to break in the wild and unpredictable W13 chassis, determined to ensure that this year's car is the outlier in a sequence of the most dominant F1 cars ever devised.

This team could be forgiven for step ping off the gas. In a new rule set shaped by ground-effect technology and low-pro file tires, such change was always going to shake up the order. After so much success, there is no shame in a little defeat. But that’s not the discipline of the Mercedes team. Instead of rolling over, Mercedes has openly accepted the flaws of its zero-sidepod high-downforce concept while still believing in its potential. However, that promise has been put on notice by an increasingly impatient team principal Toto Woolf.

Mercedes has not hidden away the pain of losing, sometimes with overt

the task of slowly and laboriously devel oping the W13. Months behind its rivals in terms of data and evolution, that process involved uncovering the inherent nature of the car, as well as identifying areas to build speed while being cautious not to follow time-consuming technical blind alleys.

The picture that emerged was of a car that is faster in race pace than it is in qual ifying and kinder to its tires than its key rivals. It’s also a car that likes high down force circuits. Moreover, the stiffness of the W13’s floor means that it’s less pliable when it comes to ride-height adjustment, which hurts the car’s performance over bumpier circuits. It also means that just when it looks like consistent progress is being made, the W13 can disappear off the pace altogether. As Wolff said recently, “I don’t think this car is going to have a prominent place in the Mercedes-Benz

standings. Seven-time champion Lewis Hamilton was sixth in the points after the 16th round of the championship at Monza in Italy, which occurred just prior to this story's submission. Not only that, but the Briton was a staggering 167 points behind the reigning champion (more than six grands prix victories worth of points away from the lead and there are only six races left to run!). Hamilton’s teammate George Russell, after a stellar individual cam paign, is 35 points closer, but even in the dark corners of the Silver Arrows’ Brackley HQ, any hopes of another title this year have long since been extinguished by the misfiring form of the team’s W13 contender.

Or is it?

The difference between this defeat and some of the great racing stories of the past though, is that this doesn’t feel like the end of the era. There are already clear signs of healing evident among the bruises inflicted from a jarring season in which the pleasure of fighting for podiums has replaced the joy of standing on top of them. Mercedes has been forced

displays of emotion from Wolff and Hamilton, and has knuckled down to bring itself back into the fight for race vic tories. One senses that Mercedes is not on the mat yet, not by a longshot.

“The days we lose are the days we learn the most,” said Wolff during the summer break, following the Hungarian Grand Prix, where the team secured its second successive double podium finish of the season and showed once again that a first place victory is possible. “Our car was really difficult [at the beginning of the season], and it really seemed that it didn’t improve, and I think the learnings that we have made, tough learnings, will help us over many years.”

Fighting back

It's been nearly a season since a Mercedes last won a grand prix, but that first elusive victory of 2022 had begun to look possible by late summer, with Hamilton and Russell both glimpsing the target in the six races that surrounded each side of F1’s traditional summer break.

Once the porpoising had been cured at Barcelona back in May, the team turned to

One other interesting side theme is the intra-team battle between Hamilton and Russell. For only the third time in his illustrious F1 career, Hamilton faces the prospect of being outscored by his teammate – and not by misfortune either. Russell, as predicted by The Star at the beginning of the season, is proving to be the real deal. The 24-year-old Englishman from King’s Lynn is more than a victory’s points ahead of Hamilton and has proved resilient to the competitive inconsistency that has breached the Mercedes seawall so often this season.

In most cases, when a victory has seemed possible, it has coincided with Hamilton’s mesmeric tire management, such as at Silverstone, Hungary and Zandvoort. However, Russell’s ability to think on his feet, read a race situation, and assert his opinion over the radio has allowed him to record results that would not otherwise have been open to him. That, plus an outstanding pole position in Hungary and another front-row start in the recent Italian Grand Prix, show that he

museum. Maybe it’s going to be a little bit in the caves.”

is making the most of a difficult situation. We have seen others sink without trace in similar circumstances in the history of this sport.

Victory charge

Spa aside, the signs of a Mercedes race win in 2022 grew ever larger through the summer. Hamilton made a scintillating run to third at Silverstone, where he was the pacesetter for much of the race. He could so easily have won it if the Safety Cars had fallen more kindly. Then came Austria and France.

At the Red Bull Ring, once a circuit where Mercedes was imperious, the Silver Arrows were no match for the Red Bulls and Ferraris. Hamilton and Russell were third and fourth. Then at Paul

Ricard, scene of Hamilton’s 300th grand prix appearance, Hamilton and Russell recorded the team’s first double-podium of the season. In this instance, both drivers delivered combative perfor mances to ensure the results; Hamilton having delivered an excellent qualifying lap to start fourth, jumped Sergio Perez’s Red Bull at the lights and then defended his third position like crazy – which became second when Charles Leclerc spun out of the lead at Droit du Beausset. Later in the race, Russell was racing on Pirelli hard tires that lasted longer than the rubber under Perez. Russell clashed with the Red Bull when Perez uncere moniously shut the door at the chicane. Wolff was on the radio not long after to calm Russell’s defiant claims of morality,

but a late-race Virtual Safety Car allowed the Briton a chance to outfox the Mexican and use his superior pace to take third. Neither Mercedes driver had an answer for the runaway world championship leader Max Verstappen.

Hungary provided yet more hope that things were on the turn, when slightly against expectation, Russell secured his first pole position in F1. It could even have been a Mercedes one-two had not Hamilton suffered a Drag Reduction System failure in the third qualifying session.

Russell led confidently for the first 15 laps of the race, but could not with stand the pace of the Ferraris. Meanwhile, Verstappen recovered from tenth on the grid after an engine issue. In a

George Russell

Toto Wolff

Lewis Hamilton

topsy-turvy race that included a painfully microscopic look at Ferrari’s strategic fail ings, and a lucky spin for Verstappen, tire management was key. In this instance Hamilton, who’d run a long middle stint on the mediums, was able to make a late switch to softs, which allowed him to get past Russell for second. Had Verstappen’s spin been more significant than just a swift rotation, this could easily have been a Mercedes one-two instead of a twothree. Moreover, but for that DRS issue, Hamilton and Russell might have been able to manage the race from the front. But all what-ifs are potential world cham pions, right?

In any case, Mercedes went into F1’s August summer break confident that perhaps, finally, the team was back on track. Too late to fight for the champion ships, but in the conversation when it came to race wins with Red Bull and Ferrari.

Then came Spa

In 2020, Hamilton had produced a sublime lap to deliver a dominant pole position at the famous Belgian circuit. Two years later Hamilton, the newly-con firmed part owner of the Denver Broncos, was a whopping 1.8 seconds slower than poleman Verstappen. Wolff was outraged, describing the performance as the team’s worst in 10 years.

The W13’s slow qualifying pace ampli fied the issue, but as the team’s chief strategist James Vowles later pointed out, the rear wing the team had chosen to preserve its tires in the race had made the car "very, very slow on the straight line." At Spa, as at Monza, straight line speed is critical. A morass of engine and gearbox penalties assessed to other drivers ensured Hamilton and Russell still started fourth and fifth, but signifi cantly behind Alpine’s Fernando Alonso. Lewis, keen to make the most of his first lap pace at the start, made an unchar acteristic error at the top of Les Combes, trying to pass his notoriously merci less old rival Alonso around the outside. Hamilton closed the door too soon, clipped the French car, and momentarily went airborne. Clattering back down to earth with the force of 45 Gs, Hamilton was lucky to escape injury. The damage to his car was heavy and eliminated him from the race, it also compromised his performance in the next race at Zandvoort. Russell meanwhile produced a damage-limiting fourth, but Spa had put the team's expectations back in check.

Hope in Zandvoort

If Spa was grim, then Zandvoort was uplifting. Verstappen, whose car was untouchable in Belgium, was riding

on a wave of euphoric brilliance. But in Holland, even his home crowd and local circuit knowledge couldn’t prevent Mercedes bringing the fight to him. While Max and the Ferraris went for a conventional two-stop approach to the race, Mercedes “rolled the dice” with a medium/hard one-stop plan. It was working out too. Hamilton assumed the lead on Lap 18 when poleman Verstappen pitted to swap his softs for mediums. Hamilton, already on mediums ran long, offsetting the faster Red Bull’s pace with track position. When Hamilton did finally stop on Lap 29, two laps before his trailing teammate Russell, he lit up the race with outstanding pace on the hard tire, to the alarm of Red Bull and Ferrari.

But the stop dropped him to fourth, behind Red Bull’s Perez, and there were shades of Abu Dhabi 2021, as Perez created interference to the charging Mercedes. Finally, after an exasperating couple of laps, and a delay while lapping Sebastian Vettel’s dithering Aston Martin, Hamilton came through. But he had lost crucial seconds in his fight with Verstappen.

Then divine intervention came to Verstappen’s aid. Yuki Tsunoda, driving for Red Bull’s sister team Alpha Tauri, stopped on the track, suspecting a tire was loose. The Japanese driver was told all was okay, upon which he trailed back

Monza

to the pits to have his belts readjusted, only to stop on the track again on the following lap, prompting a Virtual Safety Car. Verstappen, Hamilton and Russell all pitted for fresh boots, rather taking the sting out of the race until a full Safety Car was called to recover Valtteri Bottas’ stricken Alfa Romeo.

Verstappen pitted for softs while the race was neutralized, and Russell radioed in insisting on new tires as he could feel the pressure loss in his aging mediums. Hamilton though, critically stayed out at the head of the field. Amid a torrent of abuse aimed at the strategists over the radio, and in a scene slightly reminiscent of Hungary in 2021, and indeed that fateful Abu Dhabi finale, when the race went green Hamilton's medium-shod machine was a sitting duck, and Mercedes' hero was defenseless. He dropped to fourth at the flag. Russell kept the pressure on Verstappen and was just 4 seconds behind at the checkered flag – setting his fastest lap on the final lap of the race, just .017 seconds shy of the Red Bull’s mark.

When the field resumed battle in Italy a week later, on the final leg of a punishing

triple-header, Wolff had already forgiven Hamilton’s rant, putting it down to the team being "a vomit bag" for drivers when things are going wrong in the powder keg of a race scenario.

Monza, like Spa, did not play to the team’s strengths, but a swathe of engine changes meant Russell started on the front row, while Hamilton was on the back row in 19th place. Never likely to challenge Verstappen or Leclerc in front, Russell brought his car home third for his seventh podium of the season. Hamilton meanwhile put on a stirring show to charge up to fifth behind Sainz’ Ferrari.

Positive vibes

With the superfast tracks out of the way, and the momentum growing behind the W13, Mercedes looked ahead to a number of tracks that might play to their strengths, including Singapore, Japan and Brazil; there was even talk of chasing down Ferrari’s runner-up position in the Constructors’ Championship.

“I think it’s all to play for,” said Wolff. “We just need to do our best and see whether we come out second.”

Whether the team can achieve this or not might end up being secondary to the biggest takeaway from 2022. After years of winning, Mercedes-AMG Petronas has suffered more loss than anyone could have imagined over the course of this season – but the way the team has har nessed the lessons of those defeats may well be a portent for 2023.

Asked whether Mercedes might change away from its unique zero-side pod approach next season, Russell replied recently on the official F1 website: "Nothing’s off the table."

“We understand exactly why at circuits like Zandvoort and Budapest we were competitive, and we understand why at circuits like Monza and Spa we were uncompetitive. That doesn’t mean we can solve the issues overnight. But we have got to keep developing this car and next year will sort of be an evolution of this. I think now we do have a totally clear direc tion of how to develop the car.”

Albert Einstein once said that failure is nothing but success in progress. There's reason to believe that's the case for Mercedes-AMG.

Hamilton & Russell celebrate their 2-3 finish at the French Grand Prix

Brian Armstead can't get enough of Mercedes-Benz

ARTICLE BRIAN ARMSTEAD IMAGES GARVIN ST. VILLIER ADAM BENJAMIN BRIAN ARMSTEAD

PRIDE

STAR LOVE

Growing up in a federal housing project located in Baltimore, Maryland during the Civil Rights struggle of the 1960s, I would often look to the stars as an escape from the reality my family faced then as Negroes in an unjust America. My Dad was a victim of homicide when I was four. Momma carried the burden of caring for an eight-person house hold. Things were tight, but she always found a way to buy the astronomy and science books that I craved.

Through reading about the galaxies, fantasy play with my Mattel Matt Mason doll, and looking at the stars with a knock-off version of a Tasco telescope, I often thought a career with NASA was in my future.

In the fall of 1976, I started my journey towards this goal as a 16 year-old freshman at the University of Maryland, College Park. My major? Aerospace Engineering, of course. I wanted to help build the future of space travel after watching Apollo missions, and learning of impending Space Shuttle missions that would begin in the early 1980s.

But things didn’t quite go as planned, as I sported a disastrous 1.3 G.P.A. after my first semester! Silly me. It seems that expertise in mathematics was a prereq uisite for a career in the sciences. Since anything more complex than 1+1=2 was at the farthest edges of my math proficiency, I was in a true conundrum.

Finding the stars

Luckily, I attended a meeting of the campus radio station, WMUC, and fell in love with the medium. I changed my major to Radio, Television and Film and graduated in 1980, but never lost my attraction to the stars. It was at UMCP that a different kind of star love took hold, as several of my well-heeled classmates drove Mercedes-Benz cars.

This was at a time when the Big 3 were building luxoboats like the Lincoln Continental Mark IV, the Chrysler Cordoba, and the Cadillac DeVille. The Japanese (I drove a Datsun 260Z) were just getting a foothold with the Toyota Corolla, Datsun Z and 510 and Honda Civic. The VW Beetle was omnipresent, but other German brands like BMW, Porsche and Mercedes were rare. The indi cation was that if you owned one, you had some real loot to spare, as the German luxury brands were signifi cantly more expensive than the domestic brands.

One of my classmates owned a tan 1976 230, while two had 1975 450SLs and one a 1977 450SLC. The SL-Class was a very expensive dream, but I really fell in love with the stately appearance and build quality of the 230, and desperately wanted to buy the six-cylinder 280. In other words, now I had “star love”– that three-pointed star on the hood really cemented my desire to someday have my own Mercedes-Benz.

Four stars? Brian Armstead recently found a 1992 300E 2.6 (black car, left) to add to his evolving collection of Mercedes-Benz dream machines, which includes a 2009 SL63 AMG, a 2005 SL600 Coupe, and a 1995 E320 Coupe.

...now I had “star love” – that three-pointed star on the hood really cemented my desire to someday have my own Mercedes-Benz.

STAR LOVE

A wide-ranging career

In 1983, after stints at NBC radio and other private radio stations, I joined the federal government, with the bulk of my career spent with several federal agen cies, including Voice of America. My VOA career evolved into serving diplomatic missions with the U.S. Agency for International Development and the Department of State, where I worked in South Asia, the Caribbean and Africa on global pandemics for over twenty years.

My first assignment in Africa in 1985 took me to West Africa, including Burkina Faso, Ivory Coast, Niger, and Nigeria. There was one theme common in all of these countries – Mercedes-Benz cars were everywhere! Even the taxicabs were W124 E-Class sedans. Of course, the wealthier residents were chauffeured in W126 SELs and the like. The super wealthy drove G-Wagens, a vehicle I’d never seen before but absolutely loved. Seeing the star everywhere made me really want to own one, but I was still in the Datsun Z phase of my life.

That all changed in 1992 when the love of my life, my daughter Eden, was born. At the time, her mom Elisabeth drove a 1989 Ford Festiva, a micro-car built by Kia for Ford, and I had a 1978 280Z. It was clear that there was NO way my precious cargo was ever going to ride in tin cans. Kia and Nissan (née Datsun) both produce very safe vehicles today, but then they were death traps.

With safety in mind, I bought Elisabeth a Volvo 740 Wagon and I scored a mint Audi 5000 Turbo. I was hooked on Audis, and also owned a 200 Quattro and an original, big-body S4. But then in 2001, I saw a 1994 E320 Cabriolet on a dealer lot. I drove the car, and purchased it the same day. I now had my own star to love!

Mercedes-Benz for life

After joining MBCA and several forums, I decided to upgrade the eight-hole wheels on my Cab, with AMG Monoblocks the only way to go. After several years of Cabriolet ownership, I added a 1989 300CE to the family. I upgraded the CE with wheels from an SL55 AMG. Both cars were reliable and super fun to drive. Of course, I eventually had to replace the head gasket and wiring harness on the Cab, but those were known problems. The CE was bulletproof. I would regularly take the Cabriolet to car shows, and in 2006, won 1st Place in the GWS Mid-Atlantic Concours d’Elegance. I was stoked!

So all was good in Benz land until fellow GWS member Pete Engel told me one of his friends in Germany was looking for a Cab and asked me if I wanted to sell mine. I said if the price was right, I would let it go, as I really wanted an R230 SL500. As an automo tive journalist, I’d driven several iterations of the SL500, and knew the two-seater was my kind of car in terms of looks and performance.

Although he fell in love with the cars that carry the three-pointed star while in college, Brian Armstead bought his first Mercedes-Benz in 2001. Then, in December 2017, he found his "perfect car," this beautiful 2009 SL63 AMG.

SL63 AMG

• Chrometec fog lights with LED DRLs (imported from Germany)

• Clear Euro front side markers

• Velos Designwerks performance software, switchable parameters

• RennTech carbon fiber airbox with BMC free-flow air filters

• Custom two-tone dyed interior leather on door cards and center console

• Carbon fiber interior upgrades, including a carbon fiber AMG steering wheel

• AMG illuminated door sill plates

• LED interior lighting

• Custom leather luggage bag for rear interior deck

• PLM Power Driven Headers

• GMP Performance Cargraphic downpipes with high-flow cats

• WALD Sport Exhaust cat back

• Rohana RC20 wheels - 20x9-inch front and 20x11-inch rear

• Michelin Pilot Sport tires

• Tinted windows

• SmartTOPremote-controlled system for hardtop convertible roof

• Custom rear bumper

• Black AMG badging

• Body-colored AMG side, front and hood vents

... the C215 CL600 Coupe is one of the most stunning designs in automotive history.

2005 CL600

Adam Benjamin of SoCal Tires really did a nice job with this car:

• Car has been lowered with links

• Full cats, but muffler and resonator have been deleted. Not noisy at all! Sounds like a jet engine when the 12-cylinder motor is given a strong dose of the go-pedal

• Rear exhaust tips pushed out to give them more visual presence

• Front grille replaced with upgraded one-slat AMG model

• Tail, head and fog lights tinted with hydrophobic protection film

• Front hood badge replaced with later black version (blue badge was standard)

• Upgraded D2s low-beams

•Upgraded Lloyds floor mats

• Interior LED lighting

• Custom flow-formed (much stronger than cast wheels) 20-inch Simbolo X wheels

• Super quiet Lexani tires

A representative for the German friend was dis patched to my home in Maryland where he spent most of the day poring over the car and the records for it. At the end of the day, it was sold. The buyer had the car shipped to North Carolina where his U.S. business was based, and still uses the Cabriolet as his get-away-fromreality cruiser.

After I sold the Cab, I also sold the CE, but bought two more over the years. Nice cars, but the dream of the SL still loomed large in my mind. In 2017 I started my SL search, scouring Craigslist and other portals every day.

Finding my forever car

In December 2017, I was on a media program with Toyota to look at Black History sites across the South. One evening in Birmingham, Alabama, I was perusing Craigslist and found the perfect car for me – a 2009 SL63 AMG. Best of all, the car was listed in Upper Marlboro, Maryland, just 15 minutes from my home. I was in Alabama so I called John, the second owner. After a long talk about the car's condition I explained on a Tuesday that I wouldn't be home until Saturday. I asked him to hold the car for five days. Of course, he said “no,” but a $1,000 deposit via PayPal secured the hold.

I drove the car that Saturday, and took it to a local Mercedes dealer the following Monday for a success ful pre-purchase inspection. Turns out the first owner Edward (who was and may still be an MBCA member) had a full service history at the same dealership. The 2009 SL63 featured the M156 naturally aspirated motor, which had a few issues that would need addressing over time, such as lifters that would need replacement. Ed had all of the ills of the M156 fixed, and spent an addi tional $40k on a $161,000 automobile to customize it just the way he wanted it.

On that Monday after the PPI, the SL was mine! Mission “Star One” was complete. My SL63 AMG is fin ished in rare Storm Red, with the panoramic roof. It looks awesome.

Second star on the right

Mission “Star Two” was executed in May 2019, when I purchased a mint 2005 CL600. One day, while perus ing an AMG forum on Facebook, I saw the CL600 listed. The photos were taken by the seller, a fine chap named Adam Benjamin who owns SoCal Tires in San Diego, California. Adam mostly sells Mercedes cars that have received his “SoCal” treatment.

The CL was the first car I’d ever purchased sight unseen, but Adam had impeccable references and I had the car shipped to Maryland via covered transport. I love all of my Benzes, but the C215 CL600 Coupe is one of the most stunning designs in automotive history. At least, that's what I think. The long, flowing hood, lack of

Rolling work of art: Brian Armstead's 2005 CL600 remains the definition of a beautiful automobile, combining graceful elegance with the athletic power and creamy delivery of a V12, all wrapped in a seriously luxurious package.

a B-pillar and high decklid give the car a super sensu ous, seamless look. The V12 badges on the front quarter panels mean you should think twice before engaging in a speed contest.

Third time's a charmer

Mission “Star Three” was executed in August, 2020, when I purchased another mint car – a 1995 E320 Coupe. Since I had sold all of my previous W124 variants, I really missed the E-Class cars, and found this gem on Craigslist as well. It’s a car that I bought locally, and all that ails the late W124 cars, meaning the wiring harness and head gasket, had already been addressed.

So, the three points of my personal Mercedes-Benz Star have been completed. It would take a fit of madness for me to relinquish any of my Benz loves from my col lection. And why would I sell? Through the MBCA, I have the knowledge and resources at hand to keep my cars in absolutely perfect condition.

Four points to the star?

As this story went to press, I added another Benz to my collection. I’ve always had an affinity for W124 cars, and I found a 1992 300E 2.6 in great condition. With only 175,000 miles, the body is rust free, the inte rior is in near new condition, and the engine leak-free and super smooth running. The transmission is also in great shape.

As I am wont to do, I’ve already begun to put my stamp on the car. It came with the eight-hole wheels from a later E320, but I’m going to refinish a set of 15x6 wheels that were standard on the car. Inside, the radio has been updated to a Bluetooth unit, and I’ve added a lower center rollback console and Zebrano wood trim in better shape than the trim on the car when I bought it. I will add tail lights with clear turn signal lenses, and smoked front turn lenses. And yes, I will take the ridic ulously dark tint off of the windows!

I consider this black beauty my ‘city and airport’ car, as none of my other Benzes have permission from me to park on a city street or at a long-term airport lot!

Making each one my own

Some who see the pictures and descriptions of each car may not like a few of the mods that either the pre vious owner made and I kept, or those I did myself. It’s usually the aftermarket wheels on the SL63 and the rear bumper addition that cause some consternation. But this is the way I want to keep my cars.

And that’s it! I’m proud to own all of my Mercedes. Each has unique characteristics, but they are all super fun to drive and show. Will there be another Benz pur chase in the future? Stay tuned!

Having begun his Mercedes-Benz adventure behind the wheel of a 1994 E320 Cabriolet, Brian Armstead missed having a W124 in his garage. This pristine 1995 E320 Coupe, now with his modifications, more than fits the bill.

Through the MBCA, I have the knowledge and resources at hand to keep my cars in absolutely perfect condition.

1995 E320 Coupe

• Replaced eight-hole wheels with 18-inch AMG Monoblocks

• Replaced interior dash wood and shifter, and installed a custom wood center storage console. The sharp-eyed will notice a mixture of Zebrano and Burl trim. It came standard with Burl; I added Zebrano from sellers on eBay. I may address the Burl one day, but the dual trim doesn’t bother me

• Plan to install a steering wheel from an E55 AMG

• Installed a modern JVC head unit, with a pair of 12-inch subs and an MTX amp in the trunk. Next, I will install sound-deadening throughout to eliminate trunk and body panel vibrations. A pair of 12-inchers rock the car! Will also upgrade the wood on the rear center console

• Installed new Lloyds floor mats

I still want to take some air out of the front fender. The gap between tire and fender bottom is a bit much for me. I’m thinking a fourwheel spring/strut/shock kit from Eibach or the like. I don’t want to kill the excellent ride quality, so will research carefully before altering.

With “There at the Beginning” (see The Star, May-June 2022), we introduced readers to my father, Alfred Peyton Jenkins, and his 1957 300SL Roadster. Here we pick up the story of the car and our family over the following 65 years.

After arriving in New York in September, 1957 aboard the SS Liberté, my father drove his new car home to Richmond, Virginia. After the fall in Virginia, Dad drove it to his house in Palm Beach, Florida for the winter. He continued to drive the Roadster on its German Export plates until it was titled in Virginia on February 24, 1958, registered to his Palm Beach address.

We know little of the 300SL’s spe cific adventures over the next couple of years, other than the car was enjoyed by my father and his wife Katheryn at both residences. Most likely, it could often be seen parked at either the Everglades Club in Palm Beach or the Country Club of Virginia in Richmond where he was an avid scratch golfer.

Alfred and Katheryn divorced in 1958. My father was introduced to Ann Plymale, who would become my mother, at a Virginia Museum event in Richmond in 1959. The couple would marry in Florida in early 1960.

I enter the story

As one can imagine, owning a car that has been a part of one’s life since before birth comes with many wonderful mem ories built in. In these pages we are able to chronicle only a few. Through doing so, my wife, Holly-Faye, and I hope to share with you some of the car’s history and its life as a member of our family.

To start at the beginning, my mother always told me she discovered she was pregnant with me while attending the 1960 12 Hours of Sebring international sports car race, where she began experi encing morning sickness. Amazingly, I recently discovered a photograph of my mother sitting in the passenger seat of our 300SL on that very day. The Roadster has literally been a part of my life ever since.

I recall often riding in the 300SL as a young child, sitting on the transmission tunnel between my parents. One of my most vivid childhood memories occurred when I was six years old. We had been in Palm Beach for the winter, and in March, my mother and I were to take the 300SL north to Richmond. This was a great adventure for me. However, I recall that it was pouring rain the first day, which made the car very damp inside.

In the mid-1960s, Interstate 95 was lined with cheesy billboards advertis ing South of the Border, a motel on the

North Carolina/South Carolina border.

The motel was famous for two things: Billboards featuring their mascot, Pedro, counting down the miles to the lodge, and distinctive South of the Border bumper stickers that could be seen plastered to the backs of many of the cars traveling the corridor between New York and Florida.

Over the course of that first day, I kept pestering my mother to stay at the motel for the night. As it was just a cheap road side attraction, she was not inclined to do so. Nonetheless, just before getting there, she finally acquiesced and agreed to “just stop there for fuel.”

Still raining, my fortunes changed when she saw that the motel had indi vidual bungalows with carports attached. Knowing she could park the car under cover and out of the rain, she agreed to stay the night. What she didn’t know was I had an ulterior motive – to acquire one of those gaudy bumper stickers.

Early the next morning, while my mother was getting ready, I walked to the front desk and asked for a bumper sticker. I then quickly ran back and affixed it to the 300SL’s rear bumper. A few minutes later, my mother came out and immediately saw the freshly applied advertisement.

Mortified, she turned to me and was met with a sheepish grin only a 6-yearold boy could produce. All she could say was that “as soon as we get home, you are going to remove that before your father sees it!” True to her word, as soon as we got home, my mother produced a bottle of nail polish remover and had me peel off the offending sticker before I was allowed into the house.

My father’s later years

As my father aged and acquired more and newer Mercedes-Benz vehicles, the 300SL was driven less and less. He would, however, exercise it from time to time and take it out for special events.

I continued to love the car and couldn’t wait to be old enough to drive it. That day finally came in 1976, when I got my driv er’s license. After having learned to drive a manual in our old 220SE with “four on the tree”, my father took me out in the 300SL for lessons on “driving a proper stick shift.” I was blown away by how the car drove, accelerated, and shifted. It was like nothing else I had experienced in my short driving career.

ARTICLE TODD JENKINS

HOLLY-FAYE JENKINS IMAGES KEVIN PARKER JONATHAN DILEGO

Displayed on the Roadster's seat is the first picture of Alfred Jenkins (left) taking factory delivery of the 300SL, along with his passport and travel documents from that day. On the right is the rediscovered photo of Todd's mother in the 300SL at the 12 Hours of Sebring, 1960 –the day she discovered that she was pregnant with him.

As one can imagine, owning a car that has been a part of one’s life since before birth comes with many wonderful memories built in.

Over the following years, I became involved with motor racing and moved on to own, drive, and race Porsches and BMWs. However, my passion for the old 300SL sitting in our garage never waned.

Passing the baton

When my father passed away in 1995 at the age of 95, I was fortunate enough to inherit the beloved 300SL with just 39,000 miles on the odometer. At that point, the Roadster needed a thorough mechanical and cosmetic refresh to bring it back to its former glory and meet our desire to enjoy it on a regular basis. During 1996 and 1997, Klub Sport in North Palm Beach, Florida went through the mechanical, braking, and electrical systems, and replaced all the old hoses and worn parts to bring the 300SL back to reliable driving standards.

At the same time, the body was re-sprayed in its original Glasurit Light Blue Metallic (DB G353) using an original factory paint sample. The interior leather and carpeting were replaced with correct materials and Blue (333) leather hides, while the bumpers and other bright work were replated as necessary. The one change we made was to replace the origi nal tan convertible top with blue canvas to match the interior.

With the refresh completed, the 300SL’s first outing came at the 1998 Amelia Island

Concours d'Elegance. Making this event even more special, we reunited on the showfield with my father’s 1953 300S Coupe, now owned and entered by the Brumos organization. Afterwards, we took the 300SL back home to Virginia.

Over the next couple of years HollyFaye and I enjoyed weekend drives around the countryside and excursions to Sunday brunch in Williamsburg. However, the engine was not running as it should. It was down on power and occasionally overheated. Bjorn Nordemo at Sports Leicht Restorations, Inc. in North Carolina determined that the engine was suffering from bore scoring and required a rebuild.

With the engine removed, my wife transported it to Dave Twitchell at DTM Motorsports in New Hampshire to have it brought back to original condition. Meanwhile, to resolve the overheating issue, Bjorn had the radiator recored.

Before reinstalling the engine, Bjorn asked if we wanted a new clutch installed? After inquiring about its condition, I replied “no.” At that, my wife reminded me of the stories I had told her about learning to drive a stick in the car. Upon reflection, I changed my response to “yes.”

Other than these major services, the 300SL has received regular maintenance and has had worn items replaced as needed to keep it in top condition. Our

I recall often riding in the 300SL as a young child, sitting on the transmission tunnel between my parents.

Living history: Holly-Faye Jenkins wears one of a pair of pristine 1950s Mercedes racing team jackets. The cockpit contains Alfred Jenkins' rare Jaeger Chronoflite rally clock that was custom installed under the dash by the factory.

numbers-matching Roadster retains 98 percent of its original parts, including factory glass, headlights, and floor mats.

The body has never been removed from the chassis, the wheel wells still show their original paint, and the factory chrome wheels have never been restored. After 65 years the car is as reliable as the day my father took delivery.

After the engine was reinstalled and tested, Holly-Faye and I picked up the car and headed to our first Gullwing Group Convention at the Biltmore in Asheville, North Carolina where we had a wonderful time and met some great people.

Unique historical artifacts

Shortly after our return from the con vention, Holly-Faye walked into our home office carrying a box of papers from the attic. She mischievously said, “I found these and thought they might be import ant,” knowing full-well she had struck gold. Much to my amazement, the box was full of letters and documents related to the 300SL, some of which were chronicled in Part 1 of this article.

Along with all the pre-purchase docu ments and correspondence, we have most

of the items from the car’s delivery and early years. This includes not only the first picture taken of my father with the car but also the negatives and camera with which it was taken, the coat and hat he was wearing in the image, and his passport, travel documents, and maps from that day.

The car retains its Export plates, tools, spare consumables, owner’s manuals, service books, and many other items brought over on the SS Liberté. We even have the original title, keys, key ring, and the rare Jaeger Chronoflite rally clock that was specially installed by Mercedes-Benz.

More wonderful memories

Over the years, we have attended many fantastic Concours and other events with the 300SL. We have made great friends and taken home some wonderful awards. These have included Best in Class and Best of Show awards from many regional and national shows – 15 in all.

We have been honored with a Best in 300SL Class at the Concours of America, the Ross Award at Pinehurst Concours, the Spirit of Preservation award at the Trump Charlotte Concours, and the Princess Grace award at the Greenbrier Concours.

We celebrated the 65th anniversary of taking delivery of our 300SL on July 22 of this year.

Every mechanical and cosmetic detail exhibits the soft patina of care and attention. Alfred Jenkins' rediscovered Minox camera recorded the first days of the car in 1957.

One particularly memorable event occurred during the Iron Mike Rally, held as part of the 2016 Pinehurst Concours. The route took us along the roads around Pinehurst and ended at the Parade Grounds in the middle of Fort Bragg army base. After a picnic honoring military personnel, we started back to Pinehurst. Followed by another 300SL, we got sepa rated from the group and found ourselves lost in the vast heart of Fort Bragg.

Making a turn onto an unfamiliar street, I glanced in my rear view mirror. To my horror, I noticed two MP vehicles fast approaching with their lights on. Thinking the worst, I was greatly relieved when they pulled alongside and an MP leaned out of the first car and asked if we would like an escort. My heart now back out of my throat, I responded, “Sure.” With that, they turned on their sirens and led both 300SLs on a high-speed trip for 30 miles to the base’s outer gates, escorting us through red lights and stopping all traffic in our way. All we could think was “This must be how dignitaries feel.”

At another event, a gentleman kept inquiring about the value of the 300SL. As car owners, we have all experienced this uncomfortable question and tried to deflect it with a vague answer. On this

occasion, the person would not accept my ambiguous response and continued to press for a number.

My wife turned to the gentleman and very sincerely, responded “It’s not worth a darn penny! He’s never going to sell it and it only costs us money!” Realizing he wasn’t going to get his desired answer, he just shook his head and walked away.

When not residing in its place of honor in our garage among our other German collector cars, we continue to enjoy our 300SL on weekend drives. We still attend larger events where we like sharing the car and its history with other enthusiasts.

65 years and counting

We celebrated the 65th anniversary of taking delivery of our 300SL on July 22 of this year. As part of its birthday celebration, we attended the Gull Wing Group Convention at the Greenbrier in West Virginia this past September. In November, our Roadster will be part of the MBCA “History of the Roadster” display at the Legends of the Autobahn–East event during the Hilton Head Concours.

We look forward to making many more new memories with the car and seeing fellow enthusiasts and MBCA members in the future.

HERITAGE

KARL LUDVIGSEN IMAGES DAIMLER ARCHIVES LUDVIGSEN PARTNERS

It was foreordained that Mercedes-Benz should be represented in the USA by the nation’s most prominent foreign-car importer, Max Hoffman. However, their not-untroubled relationship was blown off course by a predatory third party.

Of the 803 Mercedes vehicles made in 1904, one in four was sold in America. The threepointed star was the USA’s most popular imported car. Business was so good that in that year production of Mercedes cars began in Long Island City, New York. After a factory fire in 1907 ended that effort, the Mercedes Import Company was set up to accommo date America’s wealthy and discerning clientele.

After the Depression the American Mercedes Company was the designated importer, with its showroom at 247 Park Avenue in New York. Young commercial artist Bill Mitchell made a regular stop to gaze at the latest coachbuilt offerings from Untertürkheim, shapes he would remember later when he was in charge of GM styling.

After World War II Daimler-Benz was struggling to life, its great factories heavily bombed. It started by making the pre-war 170V and 170S, four-cylinder models of only 38 horsepower –not at all suited to Park Avenue display. But new models were in the works, so sales chief Arnold Wychodil had to begin think ing ahead. His firm policy was to expand abroad through local importers who would sign agency agreements with DaimlerBenz and appoint suitable dealers.

Growing up with internal combustion

One candidate to import Mercedes-Benz vehicles would be Maximilian Edwin Hoffman. He was born in Vienna on November 12, 1904, and brought up around the excitement of engine-driven wheeled vehicles. At the time, Vienna was a fountainhead of new automotive designs. The Hoffmann (as the name was spelled at the time) family was deeply involved in mechanical matters.

The senior Hoffmann was among the first in the area to own a motor vehicle. Of great interest to young Max was the little 122 cc single-cylinder two-stroke engine developed by DKW as booster

power for bicycles. Soon after their appearance in 1920 one of these motors was powering Max’s bicycle, mounted above the rear wheel and driving through a belt. As early as 1920 Max Hoffmann was competing in club races on one of these two-wheelers and then with one of the first “real” DKW motorcycles.

After some successes in local events Max graduated to one of the most potent motorcycles then on the market, the 350 cc AJS single. With this British overhead-valve racer he scored some significant wins, getting his first publicity in the Vienna papers. Short of stature and looking even younger than his seventeen years, Max was the butt of much kidding when he showed up with this hot machine to run against established stars. They laughed, until he sat in the saddle. Hoffmann at the handlebars was decisive, determined, and fast enough to win.

Hoffman's next step was into automobiles. His father bought him a French Amilcar CS, followed later by a Gran Sport CGS model. Both were spidery, lively side-valve fours, excellent wheels for a young amateur competitor. “Amilcar,” recalled Max. “That was a good engine – very good.” Feeling the same way, the firm of Grosse & Friedmann in Atzgersdorf took out a license to produce Amilcars under the trade name “Grofri.” Hoffmann became a factory driver of the firm’s supercharged sports models and then a dealer in Grofri cars.

Success, for a time

An increasingly prominent figure in Viennese motor circles in the 1930s, young Hoffmann soon had his fingers in several automotive pies. He was associated with the firm of Smoliner & Kratky, which marketed Auburn, Cord, Duesenberg, Lancia, Pontiac and Vauxhall automobiles in Austria, as well as several lines of commercially available aircraft. With a partner he formed Hoffmann & Huppert to import other marques. They put together an impressive range of offerings.

1. Automotive entrepreneur Max Hoffman had a self-confident air that was reassuring. It brought many postwar import franchises his way, including that for Mercedes-Benz automobiles.

... young Hoffmann soon had his fingers in several automotive pies

Although Hoffmann represented many brands, MercedesBenz was not included. “Before the war, Mercedes was a heavy car,” he recalled. He liked lighter machines. When Germancontrolled countries cracked down on their Jewish population, Hoffmann moved his base to Paris. There he maintained contact with Delahaye and drove a Citroën.

From that point on there were few opportunities for a skilled automobile merchandiser in Paris. Thus, Max found space on a Portuguese ship that took eleven days to make the crossing to America. “They cooked the same kind of fish every day. It was terrible,” he recalled with distaste. “I stayed in a deck chair for ten days!” He arrived in New York on June 21, 1941.

American ingenuity

Max Hoffmann came to the New World intent on import ing automobiles made in the Old World. During the Depression years of the Thirties this had become something of a lost art. Lord Montagu of Beaulieu records that “though one or two of the oldest established concerns, like Mercedes-Benz, retained show rooms in New York, the rest had given the United States up as a dead loss. The foreign-car dealers retired to fifth-floor ware houses on the East Side.”

Hoffmann had a contact at the Automobile Manufacturers Association and a tentative deal for a truck shipment to Egypt, but times were tough for completing such commitments. Months passed without success. “I was really a little desperate for money at that point.” Scanning the wartime newspapers, he noted that the use of metals would be restricted to essential defense needs. Later he learned from a friend that women were expected to be

making much more money during the war years but would have little in the way of luxuries to spend it on.

These thoughts combined in an inspiration: “I got the idea to make costume jewelry out of plastic and metallize it. I knew of the idea already but I had to work it out here.” From a friend Max Hoffmann borrowed $300 to get his enterprise going. He made up samples of earrings and other items, buying an impres sive jewelry showcase for them. In one week’s round of stores he had booked $5,000 worth of orders and put himself in the met al-plated plastic business.

Peace and a return to the car business

By war’s end Hoffmann had accumulated enough capital to be able to return to his first love: fine automobiles. “My friends said I was crazy to give up this business and go into cars,” he recalled. “They said I would lose all the money I made in plastics.” For his new venture in America, he eliminated the final “n” from his surname and adopted, occasionally, the given name Maximilian as being more fitting for a purveyor of exotic motorcars.

In the context of those first postwar years, Max’s friends were right: Car-hungry Americans weren’t interested in imported models. “I didn’t have much money for advertising,” Hoffman remembered, “so I decided to open a showroom right on Park Avenue. It was the best thing I could have done.” The high-ceil inged display space of the Hoffman Motor Car Company at Park Avenue and 59th Street opened for business early in 1947 with a single car on its floor, a Delahaye with a four-passenger coupe body by Figoni et Falaschi. It was not exactly the way Hoffman had hoped to make his New York debut.

2. In his early days on the East Coast – his first domain in the United States – Max Hoff man was active in racing, getting to know Alfred Momo (on left) and Briggs Cunningham.

3. Hoffman raced this exotic mid-engined Glöckler Spyder. In 1952 he won his class at Thompson and took second in the 1,500 cc race at Bridgehampton. 4. He arranged for a

1952 racing 300SL to be shipped to America to promote his new sales contract. Here he shows it off at Bridgehampton. 5. At the 1953 Bridgehampton timing stand Hoffman is at the wheel of the 1952 300SL. 6. The latest thing in sports cars, the 300SL drew its fair share of attention at Bridgehampton and at the opening of Hoffman’s new showroom.

MAX

Acquiring a number of imported brands, Max soon began to name dealers to handle his car lines in other cities. The first such dealer was Ray Clark’s Foreign Motors in Boston. “When I appointed a dealer in those days,” Hoffman said, “he was a European-car dealer, not a dealer in some specific make. There were not yet such things as service manuals and spare parts, as there are today.”

Forging a connection with Mercedes-Benz

Max had left behind a valuable contact in Vienna, Günther Wiesenthal, manager of the Austrian agency of Daimler-Benz AG. Having founded a Mercedes import company in 1920, the first of its kind in Austria, he had high credibility in Untertürkheim. Wiesenthal knew Hoffman well from the years before he was forced into exile. Thanks to the Austrian’s intervention, around 1950 Arnold Wychodil met with Hoffman to discuss the American-market opportunity.

“Hoffman was an absolutely brilliant salesman, later dubbed the ‘father of the European import,’ certainly not without reason.” This was the view of Heinz C. Hoppe, a fast-rising Wychodil acolyte. “Hoffman’s achievements can best be shown by study ing the situation he found when he first took an interest in the U.S. automobile market. Mercedes' pre-war models, still in pro duction in 1950, were unsuitable for export to the USA. Although their workmanship was extremely good, as were their standards of safety and quality, they bore no resemblance to the kind of car that could take the fancy of the American public.”

“When the latest six-cylinder models were introduced in April 1951,” added Hoppe, referring to the all-new Mercedes-Benz 220 and 300, “Hoffman asked for and obtained an agency agree ment for the USA, initially for the area east of the Mississippi. By 1953 his company ‘Mercedes-Benz Distributors, Inc.’ had acquired agency rights for the whole of the USA except for Alaska and Puerto Rico.”

These happenings were the result of an initiative by Arnold Wychodil, who asked Max to go to California in 1953 to assess the status of the Los Angeles importer. “I had never been to the West Coast, not even as a tourist,” Hoffman recalled. He found the importer there to be in serious financial difficulty, noting, in a telling phrase, “He was a car enthusiast and not a businessman, you know what I mean?”

From sales to design influence

Daimler-Benz soon began to feel the impact of Hoffman’s awareness of the features that helped sell cars in America. When he took over the line, Max recalled, “they had only dark colors: dark green, dark blue, dark red, dark brown and dark black—and you could not tell one from another. And they had this interior cloth, a felt, in grey and tan, that left spots after you sat on it for a while.”

“I asked for some lighter colors,” Hoffman related, “and they said that was really out of the question.” Eventually they relented to the extent of having several cars painted in light colors and upholstered in leather. These were put on show in a courtyard and reviewed by the Daimler-Benz executives and Hoffman: “Eventually they said, ‘Fine, we’ll do it, but of course only for the American market.’ Now they sell mostly light-colored cars – with leather upholstery.”

Hoffman believed that Daimler-Benz could successfully market a civilized version of the 1952 racing 300SL as well as a smaller sports car. “He guaranteed that he would buy a consid erable number, five hundred I believe,” development engineer Rudy Uhlenhaut remembered. Although the 300SL is the model that has risen to glory, it wasn’t the most important to Hoffman. His priority was to have a smaller sports car that could be built and sold in volume. He pressed the factory to build such a sports car because he felt it would spark sales.

Hoffman made his pitch for a smaller sports car in a DaimlerBenz management-board meeting. Engineering chief Fritz Nallinger responded, saying that such a car could be built on the 180 sedan platform. To the august gathering Max blurted out, “Das wird nichts”– “Nothing will come of that.” Admitting that “I didn't really think before I said it,” Hoffman then more formally pressed his argument that a sedan wheelbase would make the car too long and heavy for the power available. He argued his side. “But I lost,” he said, “and the 190SL was the result.”

Max emphasized that it was the 190SL that he considered important: “Without the smaller car the 300SL would not have come along.” In fact Hoffman, no slouch as a racing driver as he showed in Glöcklers and Porsches, was not a fan of the 300SL: “I never owned one and I only drove one once. With that heavy steering it felt too trucky.”

The 300SL changes everything

Hoffman foreshadowed his new Mercedes-Benz automo tive franchise by arranging for one of the remaining 1952 300SL racing coupes to visit the United States in 1953. The exotic racecar was the star at the opening of Hoffman’s stylish new show room on Manhattan's Park Avenue, in motor shows and at the Bridgehampton road races on New York's Long Island. Its chassis was number 4, the short-door coupe with which Karl Kling had

finished second in the Mille Miglia and won the race at Bern, now repainted in racing silver-bronze. The vehicle's subsequent history is unknown; it may still be undiscovered somewhere in North America.

By March 1954 sports-car enthusiasts around the world were testing the heft of their wallets to see whether they could afford the most desirable car of the decade: the just announced produc tion-model 300SL. The world-premiere appearance of both 300SL and 190SL was at the International Motor Sports Show, held in New York's Seventh Regiment Armory from February 6 through 14, 1954. They were early prototypes, a lot remaining to be done on both cars before production, especially the 190SL.

Hoffman gave the latest designs from Stuttgart the ostentation they deserved. Ornamented by the offerings of Daimler-Benz, the superb new showroom opened by Hoffman in 1953 was between 56th and 57th Streets on Park Avenue, designed by Edward Barnes. “It was the first of its kind in such an area of town,” said Heinz Hoppe, “where car sales had previously been concentrated amid the tumult of Broadway. Hoffman hired the distinguished architect Frank Lloyd Wright to design a showroom into which Mercedes-Benz moved in 1954.” This became available after Hoffman had a fractious split with Jaguar.

Trouble in paradise

Behind the scenes, however, all was not well with the Hoffman-Mercedes relationship. “The sales structure that Max Hoffman built up for Daimler-Benz AG in the USA proved to be rather troublesome,” Heinz Hoppe related. “He signed up an exclusive customer list within a very short time indeed, includ ing numerous Hollywood film stars such as Bing Crosby, Marilyn Monroe, Zsa Zsa Gabor and Eddie Fisher. With his reliable sales instinct he also knew that the location and decor of the show room ought to match the quality of the product.

7. The 300SL first appeared in February 1954 at New York’s International Motor Sports Show. The 190SL was also on the stand. 8. The 190SL seen in New York was a work in prog

ress, with this styling. Hoffman was unhappy with these looks as well as the long wheel base of its chassis. 9. Hoffman's Park Avenue showroom, designed by Frank Lloyd Wright.

“If Hoffman's sales organization had a major flaw,” Hoppe continued, “it was that it was set up primarily to serve his own interests. It tended to disregard those of his 40 or so sub-agents, the customers, and the manufacturer back in Germany." The subagents' main task was to report potential customers to Hoffman, against payment of a rather small commission. Hoffman then collected the main profits.

“He was once quoted,” added Hoppe, “as saying that he worked for fun, had no need of more money than he already earned and had no intention of letting business rule his life. However, by running his own branches in the main sales areas – New York, Chicago, Los Angeles – he made sure that most of the profit ended up in his own pockets. The build-up of an organization that would cover the entire territory efficiently was neglected.

“The customers suffered badly from Hoffman's sales structure,” Heinz Hoppe said. “It landed them with a luxury auto mobile but offered them no prospects of reliable servicing for it. Daimler-Benz AG in Germany suffered too, as its products' good reputation at the time of sale began to deteriorate because of poor maintenance. A flood of complaints soon set in, criticizing not only poor spare-parts availability and servicing errors but also warranty-claim problems. All this led to continual disputes between Stuttgart and New York.”

Palace intrigue

Heinz Hoppe was a sales and marketing trainee at Untertürkheim. In November 1954, mid-way in his training, he was uprooted to join a small team representing Daimler-Benz in the United States. Operating on the company principle that a nation’s capital was the heart of its industry and economy, space had been found in a Washington, DC hotel for the beachhead.

“The early days in the USA were more of an escapade than one would ever have believed,” Hoppe recalled. “We still had no

office and had been expressly forbidden any form of contact with Hoffman. I stayed in a hotel, still without a proper contract of employment, received copies of the sales correspondence and had only one contact address at the Coudert Brothers law firm." Moreover Hoppe had to cope with the freebooting Carl F. Giese, under whom he had served in the army during the war.

Having successfully launched production of M-B products in India with Tata, carpetbagger Giese was granted the right by Daimler-Benz to go and do likewise in North America. Finding that Hoppe had spent time in the United States, he seized on the young man to assist him in his conquest of the New World. That led to Hoppe’s above mentioned arrival at Daimler-Benz in 1954.

MAX HOFFMAN 10

"Early in December,’"Hoppe related, “Giese notified me by telex of his forthcoming landing in New York. I collected him from the airport, but there was a shadow over our relationship from the very start. The top-class hotel in which he had planned to stay was fully occupied. He was extremely angry to be accommodated in the no less distinguished Plaza Hotel. I showed him my carefully compiled three-day visit schedule, with all the dates and times coordinated; this he threw out of the cab window immediately."

After a stop in Milwaukee for a fruitless conclave with Carl Kiekhaefer of Mercury outboard motors, who was entirely unsuit able from the get-go as a possible producer of the Mercedes-Benz 220, the men proceeded to California. “We talked to Max Hoffman in a Hollywood hotel bar,” Hoppe recalled. “He had met us at the airport in Los Angeles. Even this event rapidly took on a most bizarre form. It was obvious that the two protagonists could hardly become friends, since in order to build up his planned empire in the USA Giese would have to eliminate Hoffman in some way, yet there was clearly no cogent reason for this to happen.

“Giese piled one criticism on another in the course of the con versation,” Hoppe remembered, “culminating in the allegation that Hoffman was selling too few cars. The latter's disgruntled reaction was to point out the technical drawbacks of post-war Mercedes models: no automatic transmission, no provision for installing air conditioning and the rather comical ‘trafficators’ with which the 170V and 180V models were still equipped instead of flashing turn indicators. He was too capable a negotiator not to have the right answer ready to every criticism.

“Although the tone of the conversation was acrimonious,” said Hoppe, “an unavoidably comical element was programmed to take over in due course. Before the meeting Hoffman had engaged the services of a fortune-teller, arranging for her to offer her ser vices in the hotel bar ‘quite by accident.’ Hoffman now called over this young, exotically clad personage and, as previously agreed, she extolled Giese’s great past career as an army general and pre dicted that his career would take a steep upward path to success. Giese was overcome with joy and Hoffman was no less satisfied at having played this ingenious trick on his opposite number.

“Daimler-Benz AG still had no clear picture at that time of the best way to organize its American business affairs,” Hoppe con tinued. “However, one thing was widely accepted: the time had come to part from Max Hoffman. Yet there was anxiety too about tackling the American market alone, where practices were quite different from those normally adopted at headquarters, where European thinking predominated. For psychological, financial and staff reasons, there was a certain reluctance to ‘go it alone’ on this overseas market only ten years after the end of the war."

10. In parallel with his Mercedes-Benz contacts, Hoffman was getting friendly with Porsche. He’s pictured here during an end-of-year 1952 gathering of Porsche favorites.

11. When Max took on Mercedes he was also selling Jaguars. He was unhappy with the poor reliability of the British imports. 12. Hoffman built this gorgeous Long Island home designed by Frank Lloyd Wright. 13. Portrait by the author of Hoffman in his later career, when he had thrown over all other franchises to focus on BMW, a marque he had liked since the 1930s.

“Our tasks included monitoring the activities of MercedesBenz distributor Max Hoffman,” Hoppe added, “dealing with complaints from dissatisfied customers and establishing contact with American companies. All kinds of possible cooperation were examined, including every aspect of the Daimler-Benz AG production program, particularly its engines.

Founding Daimler-Benz of North America

“Our attorney at Coudert Brothers repeatedly warned us that any business activity on the part of Daimler-Benz AG in the USA would have tax repercussions and that we should therefore not delay in setting up an American subsidiary. The result was the establishment on April 7, 1955, in Washington, of ‘Daimler-Benz of North America, Inc.’ (DBNA), registered as a company in the State of Delaware with $1 million as founding capital. Giese was made president and I was his deputy. Our ‘central office’ in Washington, with its four male and two female employees, was transferred to the new company.

One of Carl Giese’s ports of call was New Jersey’s CurtissWright, where the subject of conversation turned from airplane engines to cars. Giese’s discovery that Curtiss-Wright had a man agement contract with Studebaker-Packard led to the suggestion that there might be a way to sell Mercedes-Benz cars through Studebaker dealers. He proposed to Hoffman that the new 220 be offered through Studebaker outlets, with Hoffman to receive $200 for each one imported. “I agreed to this,” Max recalled, “as I would still be able to sell all the Mercedes models, including the 220, to my own dealers.”

As it happened, a turbulent two years were needed to reach contractual agreement between Daimler-Benz and CurtissWright. “After the contract had been signed,” Hoppe related, “the most urgent task was to cease working through Max Hoffman on the basis of the notice served on him for May 1, 1957 and for me to obtain possession of all the vehicles in inventory and spare parts on behalf of Daimler-Benz North America. Not surprisingly, there were considerable differences of opinion and arguments about valuation between Hoffman's staff and our own specialists.

“The real issue,” added Hoppe, “was of course the compen sation to be paid for terminating the contract. Agreement was finally reached at two million dollars, which Studebaker was to pay off by way of a special fund at $20 per vehicle sold. Despite all these difficulties, takeover was completed on schedule without any market uncertainty arising. Most of the customers regarded our separation from Max Hoffman as at least a slight chance of future success in obtaining spare parts, processing warranty claims etc., now that Daimler-Benz AG was in a position to exert its influence more directly."

“Against this,” Hoppe said, “many customers, banks and influential personalities in the USA were highly skeptical as to whether our expensive, top-quality passenger cars ought to be sold by the shaky manufacturer Studebaker, of all companies, with its unstable sales organization. This was precisely the view I had put forward. All too soon, it was to prove correct.”

“I liked Mercedes very much,” was Hoffman’s valedictory comment. “I was very, very sorry that it happened. But I also had five other agencies then.” It later cost Daimler-Benz $18 million to reacquire the American sales rights and spare parts from CurtissWright. That, as they say, is another story.

'I liked Mercedes very much. I was very, very sorry that it happened. But I also had five other agencies then.'

Max Hoffman

Back in 1985, after much reading and dreaming, I concluded that a Mercedes-Benz 280SL would be the perfect daily driver with collectible potential. I'm not sure how it would have worked out as an everyday car, although it would have been fun to try, but it certainly would have been collectible. It took some time, but 37 years later I actually had a 1970 280SL in my garage. Or I would have, except it was in the shop getting ready for a road trip.

This particular Pagoda has been lovingly cared for since a total restoration some 20 years ago. The last owner only put about 500 miles on the 280SL in eight years. I planned to drive the car more than that on the first day of my trip!

Since buying my SL in August of 2021, I've wrestled with the conundrum familiar to many Pagoda owners: do I drive it or do I preserve it? Of course, I want to do both. But what is the right balance?

A reason to drive

While I was going back and forth with this issue, my Dad turned 101 in October of last year. The highlight of his birthday celebration was the surprise visit of three Model A Fords from the Central Iowa Model A Club. When we mentioned that Dad was a 101-year-old WWII vet, I think they would have done anything to help celebrate the moment. One of Dad's first cars, as a teenager on the farm in Iowa, was a 1931 Model A Roadster, just like the scale model on his fireplace mantel today. He sold the real thing in 1939 because the family had just moved, and he no longer had a good place to store it while he was away fighting the war. Dad couldn't stop talking about the surprise visit and ride in a Ford Roadster like the one he had owned. Somewhat ironically, he said "I'll remember this the rest of my life."

Thinking about that, I had plenty of time to prepare the Pagoda for a springtime trip from the Atlantic Coast to the Midwest. So the question then became: Can this non-mechanic take a 52-yearold garage queen on a three-week trip to Indiana, Iowa, and Ohio? With garage space offered at each stop and Dad's excitement about a possible visit, it was easy to decide to make the trip.

This car's history

Three previous owners ago in 1990, Steve Sizemore bought what he called a "used car" from Florida businessman and car enthusiast Paul Hackman for $8,500. Steve spent the next dozen years or so meticulously restoring it, even replacing the front fenders to ensure a good fit with the hood he was replacing. And yes, Steve recreated the inner-fender spot welds, dead-on. The next owner, Ken Wise, knew a solid car and good investment when he saw it and bought the car in 2014 from Steve's father. Ken was just as meticulous. Between them Steve, Steve's father, and Ken put less than 1,000 miles on the car in 31 years of ownership. The car was advertised as "wonderful" in August of 2021. I took the money I was saving for a new all-electric Porsche and bought this 280SL instead. The two cars couldn't have been more differ ent. One is totally new, high-computer-tech, silent, and quick off the line. The other was new 51 years earlier, entirely analog, throaty, and a stylish cruiser.

Since buying my SL, I've wrestled with the familiar conundrum: do I drive it or preserve it?

ARTICLE & IMAGES H. KEITH HENRY

There's nothing like a long road trip to cement the relationship with a new-to-you vintage Mercedes-Benz

We were ready

After months of mechanical and cosmetic attention, the Pagoda was ready. Not that she needed all that much attention; the engine was strong and the car was clean throughout. I jokingly asked if Chris, my classic car mechanic, wanted to ride shotgun with me on the trip. He laughed, but I wasn't really kidding.

On May 11, we drove the first miles from my home in Tidewater, Virginia. Besides generally avoiding any vehicle that might throw rocks at us, this part of the trip was for listening to the engine, paying attention to the smoothness of the ride and seeing how straight the SL tracked down the middle of the lane.

Everything seemed pretty good. I felt like I was getting a gentle massage through the seat, and the engine sounded wonderful. As an older car, the Pagoda is not as smooth or as easy to drive as our 2002 Mercedes C320 wagon. It's hard not to compare our two

Mercedes-Benz cars, separated by 32 years. And it's tempting to wonder how this Pagoda compares to its former self? Did it feel like this when the first owner took his new 280SL out on the new Interstate highway system in 1970 on the Florida gulf coast?

So far, so good

After a long 750 miles on the first day, I saw the welcoming lights of Indianapolis and the promise of a restful family stopover. So far, so good. The only issue the entire day was that my iPhone charger cord didn't fit snugly into the cigarette lighter socket, so my phone battery died, taking with it the directions to my sister's home and any way to call her. I spent an extra hour, in addition to the 14 already spent, playing "Do you know the way to Pittsboro?"

Apparently, no one in Indianapolis has ever heard of Pittsboro, a perfectly fine small suburb west of the city, and a majority of

CLOCKWISE FROM TOP: Work of mechanic Chris Dunn was key to committing to a cross-country trip from Virginia to Iowa. Eric Jachel inspects transparent wrap applied to the entire car to guard against paint chips. Keith Henry leans on the new soft top, which literally topped off mechanical and cosmetic treatment before the trip. Storage for one.

those asked have no idea how to give directions to a semi-lost traveler without a functioning smartphone. One young conve nience store manager even refused to look at my atlas, saying, "I only do this," as he pressed the buttons on an imaginary iPhone.

Eventually, in spite of the mismatch of technologies, I pulled into my sister's driveway. I breathed a giant sigh of relief that the car was still in one piece, and a pretty piece, at that! The XPEL film and ceramic coating treatment we had used to protect the car appeared to be doing their job. And we had no hiccups from the drivetrain. The extremely low-mileage replacement engine used only 1/2 a quart of the high-zinc motor oil that I brought along. I took that as a good sign. My newer but higher mileage 2002 C320 would have used a full quart by this point.

A few days later I got on the road again, on the way to my Dad's home in Iowa.

My car and my Dad

On the way to Des Moines, I alternately smiled at the thought of sharing this car with my father, and worried that the car would be perilously close to Dad's workshop and garden tools. He carved out just enough space for it in his single-car garage, originally built for the likes of a Model T. But, since we had survived this far, I relaxed and decided it was time to have fun.

My Dad drove big rigs all over the country before his retirement 30 years ago. He even drove a tracked vehicle off a landing craft and onto the shore in France on D-Day, 78 years ago. Even more amazingly, he drove his own vehicle until Oct. 16, 2021, when he turned 101 and voluntarily gave up his Iowa driver's license!

As I approached Des Moines, I got to thinking about Dad's Model A. It occurred to me that the 39 years that separated his 1931 Ford from my 1970 280SL were fewer than the 52 years since this

CLOCKWISE FROM TOP: Great grandniece Ayvnn liked being in the driver's seat during Indy stop; brother Rhodes and mom, Alex, look on. Dad gives a thumbs-up before his first ride.

Austrian-born Joerg Zurlo holds the sorry remains of the AC compressor pulley. Joerg performed a mid-trip checkup. Roadside stop in Iowa as a wet weather front approaches.

Pagoda was sold new in Tampa, Florida. Yet in spite of the ever-in creasing technological divide between the 280SL and today's cars, the Pagoda is still relevant and enjoyable today.

Mechanical hiccup

No sooner had I celebrated reaching my Dad's house, some 1,300 miles from home, than the car started to complain with little squeaks and odd noises from under the hood. It didn't take long to see that the belt that drives the AC compressor was loose. Further inspection revealed that the pulley that held that belt in place and taut was literally coming apart.

I shouldn't have been surprised that the story of taking a low-mileage 1970 Pagoda on its first road trip since it was meticu lously restored decades ago would turn into a story about people.

The local Mercedes dealer couldn't fit me in, but referred me to a respected classic Mercedes specialist who kindly moved my car to the top of his list. At 7 the next morning, I arrived at Hickman Auto and met Austrian-born Joerg Zurlo, a true Mercedes-Benz fan judging by the lot full of Sindelfingen classics and the impressive range of Mercedes photos and posters on the walls of his shop.

The relatively minor problem of having no AC until I got home turned out to be a blessing of sorts. While in Joerg's shop, the car got a mid-trip checkup. An alternator belt, a plug wire, Bosch plugs instead of Japanese-made NGK plugs (Joerg's recommenda tion), and replacement tie-rod ends made the vintage SL run and drive even smoother. Not bad for the first long-distance road trip in more than 30 years.

Dad takes the car's pulse

The new and tight-fitting soft top had proven a challenge to put up and fasten before leaving Indy, so Dad and I did not go

topless for his first ride. Yet, even before we got on the Interstate, conversation was difficult. Wind noise soon limited our ability to hear each other, although we were able to make a comment or two about what we were hearing and feeling from the car.

At one point, Dad put his hand on the automatic transmis sion gearshift lever mounted on the tunnel between us. I had a momentary panic attack before I realized that he was simply taking the "pulse" of the transmission. He concluded that the transmission was probably not the source of the mild vibration and noise we were experiencing at some speeds. He explained that he never listened to the radio in his years driving a semi; he always listened to the truck.

Chris, my hometown mechanic, had already promised to adjust the roll-up windows to limit wind noise upon my return. Now I added a possible issue with a U-joint, Dad's suggested starting point to investigate that mild massage we were getting through the seats.

That moment with my Dad turned out to be another time when I shouldn't have been surprised. The climax of the trip for me – sharing my new car with my Dad – turned into a shared father-son evaluation, not a joyful exclamation. But I decided I'm just fine with that. Just fine.

A stop at Joe's

In spite of the attention to the car's vital signs, she still was not totally well. My return trip to Virginia was a long one. A call for help on the online W113 club forum resulted in a flood of welcome advice from longtime club members. But the message that espe cially caught my eye was an invitation from legendary Mercedes mechanic and fellow W113 club member, Joe Alexander, to stop by his shop near Columbus, Ohio.

ABOVE: A visit with Joe Alexander at his classic Mercedes parts and service shop on the way home. LEFT: First experience with rain in more than eight year didn’t melt “Babes" after all.

Getting Ready to Drive

The mechanical work performed before the trip included replace ment of the tie rod center section, wheel bearings on the right side, steering box, front brake calipers and exhaust pipes. Leaks in the transmission and rear-end differ ential were treated. Repairs were made to the wipers, right-rear brake light/turn signal. The radio, radio amp, and clock were sent out for repair. Deep tread but aging black wall tires were replaced with new Velocity 195/75 R14 narrow white walls. An optional exterior mirror was added on the passenger side. Cosmetically, XPEL paint protec tion film and ceramic coating were applied to all exterior painted sur faces. Our preferred burgundy soft top replaced a like-new brown soft top. Finally, we made an appoint ment for hardtop restoration.

By the Numbers

My Pagoda and I travelled 3,230 miles over the course of 18 days, using 3.5 quarts of oil and 171.435 gallons of mostly 93 octane gas for an average of 18.84 mpg.

As it turns out, Joe was already familiar with my Pagoda, having helped both Ken and Steve with various repairs, upgrades, and wise counsel over the years. That included converting the original AC system to a more modern, user-friendly system for Ken. Then for Steve, who is already an accomplished mechanic and restorer, Joe confirmed that his idea to convert the rear-end to the more road-friendly 3.27 gear ratio would work and be "the way to go."

In retrospect, I almost would have sabotaged my car to have a reason to visit Joe and his shop. In three short hours, I learned more about my car than I had in the 10 months prior. Joe quickly diagnosed the remaining problem as burned ignition points. Of course, he had them in stock.

The long road home

The Pagoda was now running so well that I confidently increased my freeway speed from a 60-70 mph range to 65-75 mph. Was I just getting used to the car or were the new tie rod ends making it easier to track the center of the lane? In any case, for the first time, it all seemed to come together. The car was actually fun to drive.

On the long road home I had plenty of time to consider the questions I posed to myself before the trip: Was this car comfort able? Did it have enough room? How did we do? Did we have fun? Ultimately, was it the trip of a lifetime?

Yes, this Pagoda felt comfortable to me, at least for the first two to four hours each day. After that, the seat started feeling hard. I took a poll of the several passengers who went for drives during the trip. They all said the seat was comfortable.

There was enough room for me and my luggage and things, just barely. I probably could have left my car cover and oversized cooler at home, really. Our next trip together would be even more fun with a passenger; hopefully one with a small, soft suitcase.

But really this car and I did just fine with the help of a small army of sympathetic family members and friends, plus a few totally new friends.

Fun is a relative term. Was driving for hours on end while my own end was feeling more and more sore and my mind was keeping track of the number of engine misses in a 15 minute period, really fun? Well, not exactly. But there were plenty of fun moments in sharing my passion for this car with others, and that made up for the less-than-fun moments.

And, fun or not, this was definitely the trip of a lifetime! But now there's a new question: Will I drive my 280SL to Chicago for PagodaFest in 2023? I think so.

Thirty-two years of stewardship of a single Mercedes-Benz 280SL are represented by, from left, owners Keith Henry (1 year), Ken Wise (8 years), and Steve Sizemore (23 years).

Will I drive my 280SL to Chicago for PagodaFest in 2023? I think so.

Touring the Columbia River Gorge wine country

ARTICLE & I MAGES JEFF ZURSCHMEIDE

About 15,000 years ago at the end of the last Ice Age, there was a huge lake up in Alberta, Canada. The lake was held in place by a glacier that formed an ice dam. When the ice dam broke, the water came down the west side of the Continental Divide in a wave 300 feet tall, now known as the Great Missoula Flood. The water blasted its way to the Pacific Ocean and formed the Columbia River Gorge in its wake.

The soils here are deep, deposited by the flood, and well-drained because of the prevalence of pea gravel below the topsoil. But they are relatively low in organics. Today, that landscape has become one of the best areas in North America for viti culture, and winemakers are cultivating a number of premium varietals in this area. Known for its hot summer days and cool nights, plus the unique terroirs on the Oregon and Washington sides of the river, the gorge is becoming known as a leading winemaking region.

We took The Star's official staff car, our 2017 C-Class, on a day tour to explore the options available within a couple hours of Portland, Oregon . With temperatures in the low 80s and the steady east wind

that has made the gorge a leading wind surfing destination, it was the perfect summer day.

Begin at Hood River

From Portland, Interstate 84 quickly takes you eastward along the south shore of the river to the picturesque town of Hood River, Oregon. There in the down town center at 210 Oak Street, you'll find the tasting room for Stave & Stone winery (https://staveandstone.com/). The actual winery is located farther south, in the hills on the way to Mount Hood.

Stave & Stone produce a number of different varieties, from a medium-bod ied Riesling to several Pinot-based wines including Noir, Blanc, Gris, and a Noir Rosé. The winery won gold medals from Sunset Magazine in this year's competi tion for their 2019 Pinot Noir, and the 2021 Pinot Noir Blanc.

While you're in Hood River, there are many great options for lunch. Pub food predominates in the town's microbrew ery scene, and we recommend Solstice Pizza. You can find the Solstice restau rant at 501 Portway Ave in Hood River, or just head for the Waterfront Food Truck lawn around the corner, where you'll find

The Pacific Northwest enjoys hot summer days and cool nights, with volcanic soils offering good drainage for wine grapes.

the Pizza Truck with its own wood-fired pizza oven. We highly recommend the Country Girl Cherry pizza, topped with chorizo, goat cheese, and world-famous Hood River cherries (http://solsticeho odriver.com).

You can make an entire day of wine tasting in the Hood River area, with options including the Phelps Creek Tasting Room, Cathedral Ridge Winery, Hood River Vineyards. Both Cerulean Wine and Cascade Cliffs are within steps of Stave & Stone's downtown tasting room.

Cross the Columbia

To find the greatest selection of win eries, cross the Columbia River at Hood River and find your way westward along Washington State Highway 14 to visit several of the excellent wineries on the sun-drenched south-facing hillsides over the river. Note for drivers: Highway 14 is an excellent road for spirited driving in your Mercedes, but be careful to mind the speed limit. Those little towns are very proud of their speed limit signs, and will

point them out to you if you miss them. Right by the highway you'll find Willow Wine Cellars (https://www.willowwine cellars.com). Their 2020 Riesling is made from grapes grown in the gorge, and sells for just $22 a bottle. That's fitting, as their motto is "wine for drinking," and the winery takes pains to keep things from getting too complicated. This small estate makes only 900 cases a year, split between Riesling, Chardonnay, Rosé, and sparkling wines. Additionally, they make a Merlot and Cabernet Franc from grapes grown farther north in the Yakima Valley. Additional stops in this area may include South Hill Winery, Loop de Loop Wines, AniChe Cellars, and Savage Grace Wines. Gorge veterans also know that many local wines can be tasted in one location if you take Highway 14 west to Stevenson, Washington and find the wine shops there. Along the way to Stevenson, you'll pass Skamania Lodge (https://www. skamania.com) which makes a great place to overnight in luxury if you want to extend your wine tour.

All hail Maryhill

If you head east along the Washington side of the gorge, you'll soon come to the grande dame of Columbia River Gorge viticulture, Maryhill Winery. (https:// www.maryhillwinery.com).Maryhill is located on an expansive farm right on Highway 14, and unlike many of the smaller operations, its tasting room, bistro, and store are open on weekdays. Arguably, that's the best time to visit, since the weekend crowds will be toiling away in their offices and you'll have the place mostly to yourself.

Maryhill has been making excellent wines since 1999, but you'd never know the place was barely old enough to drink its own product. This winery has received over 3,000 awards since its first vintage in 2001. Maryhill was named 2015 Pacific Northwest Winery of the Year by Wine Press Northwest and the 2014 Winery of the Year at the San Francisco International Wine Competition. Maryhill's resi dent winemaker Richard Batchelor has twice earned the Winemaker of the Year

The Columbia River Gorge offers wineries, tasting rooms, luxury accommodations, and excellent dining opportunities, all in a compact region easily accessible by freeway from major cities.

WINE TOUR

award at the Indy International Wine Competition. Most recently, Maryhill was named Most Valuable Producer by the 2022 Washington Wine Awards.

The attraction of Maryhill is that you can buy great wines in virtually any style for about $20 a bottle, though more expensive options are certainly available. The basic Winemaker's Red is a staple of Northwest households at $19. This wine took a gold medal at the 2022 Seattle Wine Awards and is a full bodied red blend, low in tannins and extremely smooth and enjoyable. The initial flavor profile fea tures blackberry, bing cherries, and a hint of oak. Some note nutmeg, cedar, coffee, and tobacco flavors in the midpalate and finish.

Maryhill's 2020 Viognier was also a gold medal winner in Seattle, for its

Good road trips, like good wine, are best made at a relaxed pace.

Good road trips, like good wine, are best made at a relaxed pace.

Your Mercedes-Benz is exactly the right vehicle to take on a comfortable tour of the region's major and minor wineries.

fruit-forward character. At $21 a bottle, it's hard to go wrong here. This refresh ing wine presents fresh nectar notes with jasmine, grapefruit and white peach. Apricot and ripe nectarine layer over honey and a hint of chamomile to a long juicy finish.

If you plan your visit to Maryhill for the latter half of the afternoon, it's a great time to enjoy a tasting flight in the bistro. The seating area is shaded by grape vines and exposed to the cool breezes, with a commanding view of the river gorge. There's a menu of small plates including tasty olives, charcuterie, sandwiches, salads, and other shareable appetizers that go well with the wine flight. The flight menu varies from day to day, but expect to taste up to seven of the win ery's classic and reserve vintages for $25.

However, bear in mind that if you buy just $30 of bottled wine, your tasting is complimentary.

Other wineries in the vicinity of Maryhill include Cor, Jacob Williams, and Waving Tree. If you're looking to cross the river again, the Waving Tree tasting room is adjacent to the Highway 97 bridge.

Heading home

When it's time to turn your MercedesBenz back towards Portland, it's easiest to cross the river into Oregon and take I-84 westbound, but don't set your cruise control just yet. It's worth your time to make a final stop at Marchesi Winery (https://www.marchesivineyards.com) at 3955 Belmont Drive, just southwest of Hood River. This winery was established by Italian immigrants intending to make

Piemontese wines similar to those from Northern Italy.

The open air tasting room at Marchesi is nestled among the vineyards, and offers food as well as a selection of Italianinspired wines including Sangiovese, Primitivo Riserva, Barbera, and Pinot Grigio. A full tasting flight is $20. Bottle prices range from $25-$40 at the winery.

All of these wineries are located within 90 minutes of Portland, or about a three-hour drive from Seattle via Interstate 90 and US Highway 97. From either city, the drive will take you and your Mercedes-Benz through some of the Pacific Northwest's most beautiful scenery. You can do it all in a day, but it's better to make a long weekend and take your time. Good road trips, like good wine, are best made at a relaxed pace.

Rising Star

ARTICLE JEFF ZURSCHMEIDE I MAGES DAIMLER ARCHIVES DATA DANIEL STAHL

W202

The success of the 190E of the 1980s, including the partnership with Cosworth for the 2.3-16, 2.5-16, and Evolution variants, got Mercedes-Benz management thinking about new markets. As Mercedes says in its own history, "The compact class models have epitomized the suc cessful transfer of classic Mercedes-Benz values to an attractive vehicle family below the upper medium-size category."

Company product planners in the late 1980s were looking at how to transfer those traditional values to a compact sedan, and in 1993 the very first C-Class was released as a new entrylevel vehicle for the Mercedes-Benz family. At the same time, Mercedes-Benz and AMG were working out a partnership to produce cars in cooperation.

1993-1997 C36 AMG

As it happened, BMW had just released the second-gen eration M3 with an inline six-cylinder engine rated at 282 horsepower in European trim (240 horsepower here in the United States), and Mercedes felt that they needed a response. Thus, the first collaborative Mercedes-AMG effort was born as the C36 AMG.

Mercedes and AMG found the smaller platform a perfect response to BMW's compact sedan, and the 2.8-liter inline six-cylinder M104 engine was readily available. In its origi nal trim, the M104 made 194 horsepower, about the same as BMW's 328i. AMG's ministrations boosted the M104's output to 268 horsepower with old-school modifications including a substantial increase in stroke (from 84 mm to 92.4 mm) and a modest increase in bore (from 89.9 mm to 91.0 mm), special pistons, revised intake cam timing, exhaust port enhance ment, and a larger air intake. Engine control programming was also adjusted to give the AMG crisper throttle response. The net result was a C-Class sedan that would hit 60 MPH in 5.8 seconds and still return 22 MPG.

Of course, there's always more to an AMG than just an engine. AMG borrowed the massive front brakes from the V12powered SL600 and the rear brakes from the E420. Then the interior received better seats and the exterior got unique and

1995–2000

sporty bodywork. The standard transmission offered with the US export version was a four-speed automatic, but more than a few U.S. owners have made the swap to put a five-speed manual transmission in their car. After 1996, a five-speed automatic was standard.

Out of 5,221 examples of the W202 C36 that were made, 1,018 made it to the United States. A few more have drifted across the Atlantic since then, but not many. If you want to find one on Bring a Trailer or The MB Market, an example crosses the block about every 4-6 months, and they usually sell for $15,000-$20,000.

V-8 power in the 1998-2000 C43 AMG

By 1997, Mercedes-Benz was convinced of the potential of the AMG-powered C-Class, and they took another step forward for the 1998 model year. The 4.3-liter M113 V8 in the E430 sedan made 275 horsepower and 295 lb-ft of torque, and after AMG had their way, those figures were raised to 302 hp and 302 lb-ft. Not quite the major lift that the C36 had repre sented, but certainly enough to impress C-Class buyers with its power off the line.

One note about the C43: It was available in a station wagon body, and about 20% of production was in wagons. A total of 3,857 examples of the C43 were made, and again, only a few were officially imported to the United States. Typical prices for good quality cars at auction range from $15,000 to $30,000.

The Ultimate W202: the C55 AMG

While they were upgrading the C-Class AMG to a V8, AMG added another V-8 option to the class for a very limited run that never made it to the United States. These bespoke cars got an additional 8mm of stroke and a bore increase of 7.1 mm, courtesy of a forged crankshaft, raising total displace ment to 5,439 cc . The new AMG V8 got the whole treatment, with special connecting rods and pistons, a larger-diameter intake manifold, and the usual breathing work on the cylinder heads. Engine timing was also adjusted with upgraded cams and valve train.

1995-1997 C36 AMG

1999-2000 C43 AMG

OLD & NEW

Net output on the AMG M113 as built for the C55 was 342 horsepower and 380 lb-ft of torque. Just 59 were made in 1999 and 2000. Don't confuse this one for the later W203 C55 made from 2004-2007.

Why consider an AMG C-Class?

The first of the Mercedes-AMG C-Class cars are already becoming collectible, but prices are still at reasonable levels – even on auction sites. Purists may enjoy the C36, with its nat urally aspirated six-cylinder engine that even today will pull with surprising power. Enthusiast drivers will also appreciate

the ability to find a five-speed manual transmission in a rel atively modern Mercedes-Benz. For those who seek a little more low-end torque, the C43 offers the attraction of a power ful V-8 engine in a compact chassis.

The Mercedes-Benz W202 generation AMG C-Class is known for its solid ride and smooth power. Yet, these cars have long been overshadowed in the collector market and are only now being recognized as an important part of the Mercedes-AMG family. Savvy buyers will wait for the right car to come along, showing low miles, excellent condition, and a clean ownership record.

THE

MARKET

AUCTION

SpotlightAUCTION

1988 Mercedes-Benz 6.0L AMG

Hammer Coupe w/19k Miles, The MB Market: This 1988 Mercedes-Benz 6.0L AMG Hammer Coupe was built by AMG in Westmont, Illinois. This coupe is report edly one of only thirteen Hammers ever built by AMG North America. The car began life as a standard 300CE coupe before being cosmetically and mechan ically overhauled by then-independent tuning house AMG. This AMG Hammer is offered with original photographs documenting the car when new, partial service records, sheepskin seat covers, a clean Carfax report, and a clean New Mexico title. Lot 1399 was sold by The MB Market in an online auction for $761,800 on August 18, 2022. Ryan’s take: When it comes to pre-merger AMG nomenclature, the term “Hammer” is often misassigned to any 1980’s W124 (or occasionally C126) with a full AMG bodykit, multi-piece AMG wheels and a Pearl Black Metallic (199) paint code. While such vehicles certainly look the part of the quintessential Hammer there is only one factor the determines the Hammer moniker and that is solely under the hood. Only the extremely few examples equipped with an AMG-modified 6.0-liter four-cam DOHC 32-valve M117 V8 can bear the Hammer name, and a number of those special cars were ordered without the widebody kits and three-piece wheels such as the example featured here. This sale was particularly significant as it was the first time one of the thirteen US-spec AMG 6.0L Hammers had been offered publicly in a US-based auction and thus was positioned to set the current market price for the widely unknown Hammer market. In answering whether collectors cared about the future value of these rare and powerful little E-class monsters, the answer was a resounding “Yes” with The MB Market setting a world record price and setting the standard for all future Hammer sales to come.

1971 Mercedes-Benz 600 LWB Landaulet, Broad Arrow: All 600s are rare; however, this Grosse is one of just 26 six-door 600 Pullman landaulets built between 1963 and 1981. This numbers matching example underwent a spec tacular restoration by renowned Kienle Automobiltechnik restorers in Stuttgart

between 2016 and 2020. First owned by the Democratic Republic of Congo, this automobile was factory ordered with hydraulically actuated glass partition, intercom system, television, and tape recorder and ostensibly built without regard or concern for cost. Lot 40 sold at the Monterey Jet Center Auction for $2,590,000 on Jan 28, 2022 Ryan’s take: Few vehicles in the world make a state ment more boldly that the Mercedes-Benz 600. Even more so in the LWB Pullman configuration, and with maximum impact in the Landaulet. To be clear, that image is not necessarily one of wealth, class and prestige (all of which are tangentially

accurate). The primary statement scream ing from the 600 silhouette is “Run for your lives!” I jest, of course, but the list of prior 600 owners reads like a hall of fame roster for bloodthirst: Leonid Brezhnev, Nicolae Ceauşescu, Saddam Hussein, Chairman Mao, The Shah of Iran, Kim Il-sung, Kim Jong-il, Ferdinand Marcos….oh, and Jeremy Clarkson. Some say owning a decommissioned Crown Vic police special is the key to getting slow traffic to clear ahead of you, but that’s nothing com pared to the sea of steel that part ahead of a 600. If Genghis Khan were alive in the 1960s, he would have commanded a fleet of these marvelous machines.

Auction results for notable Mercedes-Benz vehicles

IMAGES COURTESTY & COPYRIGHT: THE MB MARKET & BROAD ARROW

Auction results for notable Mercedes-Benz vehicles

1988 6.0 L AMG Hammer Coupe

1971 600 LWB Landaulet

1937 Mercedes-Benz 540K Special Roadster by Sindelfingen, RM Sotheby’s: One of three surviving longtail, covered-spare Special Roadsters, this example was originally delivered to King Mohammed Zahir Shah of Afghanistan. It was cosmetically refinished in the 1950s, but has never truly been through a restoration, and retains an astonish ing degree of originality throughout. It is now available for the first time at auction and remarkably counts just five owners from new, and fewer than 13,000 miles. Lot 108 sold at the Monterey Auction for $9,905,000 on August 18, 2022. Ryan’s take: Question of the Day - How do you position yourself into contention for a future Pebble Beach “Best In Show” award? Easy! Just grab a pen and cut a check for $10 million. All kidding aside, there’s some legitimate truth to that statement as the specifics on this incredible example are extremely impressive, and the market clearly took that into account. This is an especially significant 540K Roadster in the most desirable configuration and one of only three remaining examples known to exist. Provenance combined with the fact that the car has been tucked away and rarely shown over the past few decades makes it an ideal acquisition for a future Pebble Beach entry. It was remarkable to see the sheer number of 500K and 540K exam ples that came to market at the Pebble Beach auctions this year. The fear that this would somehow dilute the market has passed safely with impressive results shining through from multiple auction houses in the Monterey sales.

2005 Mercedes-Benz E55 AMG Wagon, Bring-a-Trailer: This 2005 MercedesBenz E55 AMG wagon was previously sold twice on Bring-a-Trailer and subsequently acquired by the selling dealer in 2020. Power is provided by a supercharged 5.4-liter V8 paired with a replacement fivespeed automatic transmission. Additional features include 18 inch AMG wheels, multi-piston brake calipers, roof rails, and a sliding glass sunroof along with heated and ventilated power-adjustable front seats. Service under previous ownership included replacing the brake pads and rotors along with the supercharger belt and camshaft position sensor. This W211

AMG wagon has 116k miles and is offered on consignment by the selling dealer with a Carfax report and a Rhode Island title. Lot 81939 sold in an online auction for $25,605 on August 19, 2022. Ryan’s Take: The W211 AMG wagons are incred ibly rare by modern Mercedes standards with only 129 US examples being offered for the 2005 model year. I happen to know this particular example extremely well as I used to own it. I thoroughly enjoyed this wagon before I became the first to sell it on BaT in 2018. I was surprised that BaT failed to mention the blown head gasket this car had suffered which was prominently discussed and disclosed in

my initial sale. While the M113K is known to be a remarkably resilient powerplant, that belief has led many owners to alter them with modifications that can wreak havoc on the engine. I vetted the car thor oughly and even sent it to MB of Wichita for a PPI to be doubly sure. Despite this, the car arrived with a blown head gasket necessitating thousands of dollars to repair. Again, all of this extremely perti nent information was in my original BaT listing for this car in 2018, but none of it was mentioned in the BaT auction here. Without casting aspersions, it points to the wisdom of doing your own research wherever possible.

RYAN G. HEMPHILL Co-founder, The MB Market – The world’s first online auction platform exclusively for Mercedes-Benz vehicles

IMAGES COURTESTY & COPYRIGHT: RM SOTHEBY'S & BRING-A-TRAILER

auction platform exclusively for Mercedes-Benz vehicles

1937 540K Special Roadster

2005 E55 AMG Wagon

The Porsche-built Mercedes-Benz 500E performance sedan 1992-1994

Boring was the word I used to describe the Mercedes-Benz 500E cars seeing them with their hoods up at car shows. What was all the fuss with this semi-modern-look ing four door sedan? I wouldn’t even walk over to check them out. Then a friend purchased a 1992 500E in California, and as fate would have it, I just happened to be traveling between California and Portland, Oregon so I offered to drive it up.

Having very little knowledge of the history behind these cars, I went to pick it up and immediately noticed the steer ing wheel. It was a little thicker than stock and I thought that was a nice touch. Twenty minutes into the journey I looked over at my co-pilot and said “you have to drive this.” It was obvious something was going on, because this car handled unbe lievably well.

Upon arriving in Portland it was firmly cemented in my automotive DNA that this was a special car. Within six months I bought a 1992 Smoke Silver 500E, and a few months later three more friends bought them as well. It seemed like there was a 500E in everyone’s garage!

Backstory

Bitten by the 500E bug, I had to research how this car came into existence. In 1988, Daimler-Benz AG commissioned Porsche to build a W124 production sedan using the M119 V8 engine. This was in response to BMW’s M5 hitting the market and it also helped Porsche since they were in crisis at the time. The two companies shipped the cars back and forth between Mercedes-Benz and Porsche assembly lines, utilizing Porsche’s vast racing knowledge to fine tune the engineering. No surprise, this resulted in a car with amazing performance.

On first glance these cars don’t stand out, but on closer inspection you can see the wider fender flares that accommo date the larger 16-inch rims. The 500E has fog lights as well as unique front and rear bumpers. The cars were made from the 1992-1994 model years, with the 1994 model switching the trunk badge from 500E to E500, to remain consistent with Mercedes' new naming scheme. These differences are pretty subtle when com pared to the rest of the E-Class, but once you know what they are you can spot them a mile away.

MIKE SPICER

MIKE SPICER

ALLEN STEPHENS

DAIMLER

OLD

NEW

MODEL FOCUS

For road or road course

Loving these cars, we organized a small 500E festival with eight examples, held at Portland International Raceway. It was great to see all the 500Es lined up, reminiscent of what it must have looked like when they were being built – except now each proud owner had selected their own favorite wheels. For the record, I kept mine stock. Then we utilized their Porsche racing heritage and took laps on the track.

On a trip to Germany, I saw a 500E in the Zuffenhausen Porsche museum. A friend asked if I wanted to see his special E500 Limited. Of course, I said yes. His car was equipped with a factory custom reptile pattern interior I didn’t know was ever offered. It also came with a factory ice chest in the trunk; another feature I had never seen. It was already a special car, but this rally took it up a notch.

We may never again see a similar joint venture between Mercedes-Benz and Porsche. For sure we won’t see the handmade attention to detail that graced these cars during production. This was an amazing marriage between the two com panies. If you ever get a chance to see a 500E at a car show or on the street, take the time to go over and look at it!

We may never again see a similar joint venture between Mercedes-Benz and Porsche ...

CLOCKWISE FROM TOP: A silver 500E reflected in a 500E's side mirror. Strength in numbers: Three views of 500Es at our festival, held at Portland International Raceway in Oregon. Two views of the 500E in the Zuffenhausen Porsche Museum.

Comfort in Motion

Revolutionary technology developed by MBCA members makes driving less stressful

Since the dawn of the automobile, people have been climbing out of their cars after a long journey and taking a few moments to stretch. We've all experienced the need to wrench our bodies out of the cramped position that driving often forces on us. But why should we put up with that?

That's the question that occurred to MBCA members Lew Derrickson and Dr. Paul Phipps, who brought experience from sports medicine to the automotive world.

"I'm a sports biomechanic and a chiro practor," Dr. Phipps tells The Star. "One of the complaints that I kept hearing came from people who were spending longer periods of their day in their vehicle. Anyone from medical sales reps, pharma ceutical reps, to state police, and truckers. It was a lot of people and they all have the same kind of back issues that go with that type of environment. You sit for a long time, you strain certain tissues and it causes problems. So I'd work with them for a day or two while they're in town. Then they'd feel great for about three days and then get back in that same environment and start having the same symptoms."

Looking at the driver's seat

Dr. Phipps went to see for himself how the cars' seating positions were affecting his patients.

"I found myself out in their cars trying to figure out ergonomically if they were sitting correctly," he explains. "I knew that it was repetitive accumulative fatigue pat terns that were setting in because they're sitting in the same position all day long."

Sports medicine and biomechanics experience told Dr. Phipps that the answer was to move around a little more.

"I wanted to have them redistrib ute their body weight," Phipps says. "So how can I change that? I asked them to manually move their seat about every 10 minutes during the drive. Just lay the seat back a little bit, maybe bring their seat cushion up in the front, bring the lumbar

support in. Just do some things that will change the weight distribution in the seat to fatigue different tissues."

That idea worked pretty well, when the subjects remembered to do it.

"The problem is they're busy, right? So unless they're hurting, they would forget to change their seat position to do this."

That's when the light bulb went on.

The big idea

"The idea was how can we automate something that would move the seat like that? I'm not in the automotive field, so I'm looking at the car from the outside. But what can we do to make this a better situa tion for people? That led to me asking them to use an audible timer that would remind them to move their seat. That became much more successful! But it was a big lift to take a concept like this and introduce it to a company like Mercedes-Benz."

That's where Lew Derrickson came in. He was a patient of Dr. Phipps at the time.

"He had a brand new Mercedes-Benz with something like an 18-way adjust able seat," Phipps says. "He's had a couple back surgeries and some chronic issues and was really excited when he got this new Mercedes with an advanced seating system. Then he drove it from Indianapolis

to Chicago and back on a business trip and told me his back still fatigued in that seat. I shared what I had been doing with my clients and he said look, let's get this in front of a few people and see if it has legs. We started there and that's kind of how our company formed."

Proving the concept

The two men spent a couple of years developing the idea and testing the science behind it. They partnered with research universities including Ball State and Logan University, and with the RoseHulman Institute of Technology. By the end, they had developed Comfort Motion Global as a company, and the product, called Healthy Seating Technology.

Research found that Healthy Seating Technology reduces discomfort as well as physical and mental fatigue, and increases driver alertness. It also relieves physical pressure points and improves circulation in the legs and feet.

"At the end of that time we realized that we can move the seat automatically, and we can do it in a safe manner," Phipps says. "The driver has a responsibility to the steering wheel, to the pedals and to watch the road. So there are a lot of things you have to take into consideration when you're moving the seat."

As it turned out, the software that handles seat memory is capable of making adjustments to the seat position automat ically, and the equipment is very robust because it's designed to work through the entire service life of the vehicle.

"For the next phase, we partnered with Ball State University," Phipps explains. "They have a phenomenal biomechanics lab that does a lot of research for big cor porations and the U.S. military. We had their PhDs design a three-phase study to look at the impact of this technology. We set up four simulators called 'bucks' in one of their research centers with seats and steering wheels. Everything was ergo nomically positioned correctly. We went

Dr. Paul Phipps

2022 GLC: New Energizing Seat Kinetics technology from Comfort Mobile is now available across the entire MercedesBenz range as part of the Memory Seat Package

& NEW

through about two and a half years of work with them."

Getting makers' attention

When the studies were done, Comfort Motion found that they could achieve a 50% reduction in discomfort, and improved blood flow to the lower body. Tests also showed an improvement in driver alertness after three and a half hours in the seat.

"As we were looking at commercializ ing this," Phipps says, "one of our partners had contacts way, way up at Mercedes and gave us an opportunity to go in and present the technology to their head of interior and their head of their seating."

Reaction was immediate and positive.

"They said, not only do we understand what you're doing and what you want to accomplish, but we didn't see this," Phipps recalls. Mercedes-Benz jumped on the Comfort Motion technology, and while automakers never move very quickly, this went about as fast as anyone could expect.

"It was a phenomenal relationship," Phipps says. "Not only did they give us the time, but they believed in us.

With the science done, it was Lew Derrickson's turn to manage the business side of the technolgy.

"It's important to note that Mercedes didn't just take our research," Derrickson says. "They believed our research, but they did their own in-depth research over several years. Now we're in all the memory seats offered by Mercedes. If you have a memory seat made in 2019 or later, it includes Energizing Seat Kinetics.

Mercedes-Benz is proud

Mercedes-Benz has been rolling out the marketing for this dynamic invention. "The best seat position is the next one," says the company's marketing materials.

"Mercedes-Benz is now introducing an innovation that supports switching seating positions in the form of energizing seat kinetics."

As developed the system uses the elec tric seat adjustment. Select the kinetics program and seat cushion and backrest angles are continuously yet minutely adjusted using the seat settings selected by the driver and the front passenger as the starting point, called the "Home" posi tion. Changes are minimal – a few degrees or millimeters. The "closed" position is initially started with the seat cushion inclined backwards and the backrest for wards, followed by the corresponding "open" position with the opposite inclina tion. If multicontour seats are installed, seat kinetics also includes lumbar support.

In Mercedes-Benz vehicles, the system offers three programs for short, medi um-length and long journeys. Convenient selection of each program is sup ported through the Mercedes-Benz User Experience (MBUX) system.

If you own a late-model Mercedes, or if you find yourself at the dealer for a test drive, be sure to ask the MBUX system to turn on the Energizing Seat Kinetics, and take a moment to thank your fellow MBCA members Dr. Paul Phipps and Lew Derrickson for their contribution.

Lew Derrickson

ONHands YOURSELF

Now that summer is over, it's a good idea to take a look at the front of your Mercedes-Benz before winter comes. Chances are good you'll find some rock chips that weren't there last year.

The best solution for rock chips is prevention, with a clear protective film applied by a professional. However, if you're like me and you put that off until it was too late, you can still salvage the situ ation, at least partially.

Let's be frank, no touch-up that you can apply in your garage will look as good as original paint. If you want to truly erase the dings and furrows of outrageous fortune, that's going to take a profession al's touch. But you can fill in those chips before they get water into them, freeze up, and lift even more of your original paint.

AutomotiveTouchUp.com is one of the most highly regarded, aftermarket touch-up paints, and the most reason ably priced. On their website, you just select Mercedes-Benz, your model year, and the correct color. If you're not sure of your color code, check the driver's side door jamb sticker, or under the hood on a sticker in front of the radiator.

Once you've identified the correct paint, simply choose how you'd like it. A 1/2-ounce bottle costs just $12.95, and a paint pen is $14.95. For bigger jobs, a 2-ounce bottle is $16.95 – more touch-up paint than most of us will ever need.

AutomotiveTouchUp.com also offers low-cost products like rubbing com pound for $2.99, ultra-fine wet sandpaper for $3.39, a paint prep wipe for $1.79, and a tube of four micro-dabbers for $1.19. Those micro-dabbers are the best buck you'll ever spend on your car. They make filling in rock chips a breeze, and use just a tiny amount of paint.

I ordered the whole kit in my Mercedes-Benz color (Selenite Gray), dabbers, clearcoat, sandable primer, sandpaper, rubbing compound and a prep wipe. I got it all in case I ever need to fix a bigger problem, but this time I used the prep wipe, color touchup, and a dabber to fill in chips.

The bottle of paint comes with a brush in the cap, but the size of the brush is much larger than the chips in the front of my C-Class. The micro-dabber is the perfect solution. Make sure to shake the

ROCK CHIP 101

Fix those paint dings before winter comes!

bottle very well for several minutes to stir up any paint that may have settled.

For my repairs I just took the cap off and set it near the rock chips. The small amount of paint clinging to the cap was plenty for the dabber. The biggest chip was perhaps 2 millimeters across, but very visible. I collected some paint on my dabber and filled in that chip in two stages. Several smaller chips were pre cisely filled with just a single touch of the paint dabber.

After letting the paint dry for about 5-10 minutes, it's good to go back over and

see if the paint has shrunk into the chip, and put on another layer to bring it up level with the surrounding paint.

When you're done, you'll probably still be able to see where you were working, but it will be the correct color, your car's metal will be protected, and no one else will notice. That's not a bad result for less than $20 worth of supplies and 15 minutes of your time. If you want even better results, there are instructions on the AutomotiveTouchUp.com site about using the rubbing compound and clear coat to achieve near-perfect repairs.

I ordered the complete AutomotiveTouchUp kit

The correct Mercedes-Benz color with a rock chip

3. Using the paint micro-dabber to fill the rock chip

4. Chip filled with correct color and paint protected

MONTEREY CAR WEEK

The 1952 Le Mans winning W194 300SL received a special award at Pebble Beach as part of the Le Mans centennial

IMAGE PEBBLE BEACH CONCOURS

NEWS

Last year’s Monterey Car Week ended with a thrilling finish for readers of The Star, as the top three spots all went to Mercedes-Benz vehicles from the Thirties. This year's focus on the upcoming centennial of the 24 Hours of Le Mans still managed to give us a few cars of superb historical interest.

For the first time, the schedule of the Rolex Monterey Motorsports Reunion was moved up by a day, with Saturday being the final day of racing at WeatherTech Raceway Laguna Seca. For decades, Car Week attendees were forced to make a hard choice on the last Sunday: stay at Laguna Seca and watch these racing cars in their natural environment, or head to Pebble Beach and take part in the Concours d’Elegance.

This year, there were no Sunday events at the track, which might have contrib uted to what certainly felt like record

crowds on the 18th green. The exhibition of Le Mans participants overlooking the rocky bay that serves as the backdrop for Pebble Beach certainly had a number of significant automobiles, even if only two were from Mercedes-Benz.

The 1952 Le Mans winning 300SL pro vided visual and auditory excitement at Laguna Seca, giving demonstration laps around this historic course. The 300SL was joined by the 1989 Sauber Mercedes C9 Group C racing car, as dominant in that year as the 300SL was in 1952, losing only the Dijon-Prenois race. Jean-Louis Schlesser won the World Sportscar Championship in 1989, with victories in five of the eight races that year.

This Sauber, co-driven by Jochen Mass, took four of those victories: Jarama in Spain, the Nurburgring in Germany, Donington in the UK, and Autodromo Hermanos Rodriguez in Mexico.

The Sauber’s top speed on the old Le Mans course was nearly unmatched, at 248 mph down the Mulsanne straight in qualifying. The previous year, the WM Peugeot P88 blazed down the four-mile straight at 251.1 mph. The dizzying speeds reached by these two cars led to the intro duction of a pair of chicanes in 1990.

As always, the Mercedes-Benz Star Pavilion at Pebble Beach included some exciting cars, new and old. The pair of 300 road cars, a gloriously luxurious sedan and a crimson 300S cabriolet, had pride of place on the lawn in front of the pavilion.

Inside, the Mercedes-Benz muse um’s C111 experimental car, in its oh, so Seventies Metallic Tangerine, rested in front of an Andy Warhol painting which it inspired.

The C111 was used as a test bed for a number of future engine designs. Notably, the first two versions used the rotary

ARTICLE SCOTT FISHER IMAGES SCOTT FISHER PEBBLE BEACH CONCOURS

engine designed by Felix Wankel. The first version used a direct-injected three-rotor Wankel engine with the equivalent of 600 cc of displacement, powering the car to a top speed of 162 mph. The following year’s C111 used a four-rotor engine that produced 350 horsepower and reached a speed of 186 mph in testing. Later C111s were used to test and develop diesel and turbocharged engines, such as the renowned inline five-cylinder OM617 turbo-diesel which set nine diesel and gasoline speed records.

Whatever your interest in cars may be – classics, racing cars, historic vehicles, or simply the best-restored, best-prepared vehicles in the world – Monterey Car Week is a must. And that doesn’t even begin to scratch the surface of the jewel-like setting on Monterey Bay, Monterey's dining scene, the artist colony of Carmel, and so much more.

CLOCKWISE FROM TOP LEFT: Duesenberg J Figoni Sports Torpedo took top honors at the 2022 Pebble Beach Concours. A red 300S Cabriolet at the Star Pavilion recalls the grace and prestige of the 500 and 540-series roadsters of the 1930s. A bright orange C111 at the Star Pavilion was a high-speed test bed for future engines under development in the late ‘60s and ‘70s. This 1989 Sauber-Mercedes C9 had one of the highest top speeds in qualifying for the 1989 24 Hours of Le Mans: 248 mph on the Mulsanne Straight. The following year, race organizers added a pair of chicanes out of safety concerns.

Feature Event

The sun was shining and so was the paint of the many MercedesBenzes at this year’s Legends of the Autobahn–West. This year’s Legends was held on the lawn at Pacific Grove Golf Links. The event was extremely well received by entrants and spectators alike at this new loca tion. This year marked 50 years since the introduction of the S-Class in 1972, thus MBCA’s feature for this year's show was the S-Class.

Legends is always a great event; it acts as one of the must-see staples of Monterey Car Week for Mercedes-Benz

ARTICLE & IMAGE RUBIN HOWARD

owners. The event is highly regarded by all German car enthusiasts. Legends of the Autobahn has now expanded to the east coast, with Legends of the Autobahn-East held in Hilton Head Island, South Carolina in conjunction with the Hilton Head Concours weekend.

This year’s show was nothing short of spectacular. Among the several entrant categories, there was a wide variety of Mercedes-Benz machines for everyone to enjoy. Some of the more notable vehicles included a 300SL Gullwing, a fine 190SL, as well as several W111 coupes and cabri olets. The 1980s and 1990s were very well

represented by an array of C126 S-Class coupes, a few of which were widebodies. There was a showdown between a trifecta of various W201 cars. The W124 was well-represented by an E500 limited, 500E Widebody S124 build, and a RHD 320E. Several custom cars made an appearance as well, most notably a highly customized 250GD with wood floor paneling, McIntosh head unit, and a slew of off-road accessories, allwrapped up in a supple blue leather for the driver to enjoy.

Legends of the Autobahn – West was a true automotive extravaganza.

Legends of the Autobahn – West 2022 was a true automotive extravaganza

Section Events

OZARK SECTION, BONEFISH GRILL LUNCHEON, JULY 16. Eighteen members gathered in the coolness of the Bonefish Grill restaurant to enjoy a variety of delicious seafood dishes. So many of our members are like family over the years, and it is always fun to catch up on how everyone has been doing. Kathy Menold

NASHVILLE SECTION, WILDWOOD RESORT ROAD RALLY, JULY 23. Twenty members of the Nashville Section participated in an 85-mile road rally from Nashville to Wildwood Resort, located in Granville, Tennessee. We traveled on narrow and scenic backwoods roads and, after arriving at the resort, enjoyed a wonderful buffet lunch overlooking the beau tiful marina and lake.

SPOTLIGHT EVENT

NORTH TEXAS SECTION, DIY TECH SESSION – LOUDEN MOTORCAR SERVICES, JULY 23. The North Texas Section many years ago pioneered the do-it-yourself tech sessions with our dealers in Dallas. Each of our dealer partners allows us to conduct a tech session at least once per year that con sists of use of their service facilities, parts departments and tech folks that are there to help and support work that our members perform on their cars. Ron Seifert

FORT WORTH SECTION, ROUGH CREEK BREAKFAST & WINE TASTING, JULY 23. Twenty-five folks in thirteen cars joined us for a great country drive, a hearty breakfast at the sprawling Rough Creek Lodge, and wine-tast ing at Bluff DaleWinery, located at the gateway of the North Texas hill country. DJ DeJesus

SOUTHERN STARS SECTION, THE BRUMOS COLLECTION TOUR, JULY 23. We toured the Brumos Collection automotive museum in Jacksonville, Florida recently, and it was a huge hit among our members. The Brumos Collection has been named the best museum in Jacksonville and is considered to be one of the top 10 automotive collections on the planet. David Wommer

Driving & Social Events

FROM THE TOP: North Texas Section held a DIY tech session at Louden Motorcar Ser vices. Southern Stars Section's tour of the famous Brumos Collection was a big success.

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EDITED • STAR STAFF

Section Events

PITTSBURGH SECTION, 2022 PITTSBURGH VINTAGE GRAND PRIX, JULY 24. The section hosted the annual Mercedes-Benz car show at the Pittsburgh Vintage Grand Prix. Over 100 Mercedes cars were displayed. On Sunday, the Pittsburgh Section was asked to provide a handful of SL convertibles for the race weekend parade lap. Susan Grunewald

MINUTEMAN SECTION, KEN BOURQUE'S ANNUAL NAUTICAL CRUISE, JULY 24. The weather was delightful, the wind conditions were ideal and everyone enjoyed the tour around Gloucester Harbor. Afterwards, we gath ered at Decklyn’s Restaurant, just a short walk from the pier. Here we enjoyed drinks, appetizers, appealing dinner menu choices and dessert before charting our way home. Dean Coclin

NIAGARA SECTION, BUFFALO RIVER CRUISE AND BRUNCH, JULY 24. It turned out to be a good day for a boat trip and brunch along the Niagara River and Buffalo Harbor even though earlier there were threats of rain. We had an interesting 90-minute cruise around Buffalo’s waterfront and grain elevators accompanied by guitar music! Deborah Boehm

NORTHEASTERN PENNSYLVANIA SECTION, DAS AWKSCHT FESCHT, AUGUST 5-7. On Sunday the Northeastern Pennsylvania Section had their canopy set up with plenty of cold water for all. There were about fifteen cars representing the Silver Star, from a very nice 190SL to a 2003 con vertible. The highlight of the entire event was Michael Lopsonzski’s 1958 Mercedes-Benz 22-window 0-319 bus. It was built as a tourist bus for use in cities in Europe and for touring the scenic Swiss Alps from spring to late fall. Originally brought to this country by a returning American serviceman, the van found its way years later to a collector in Kansas and eventually to Mercedes-Benz enthusiast Lopsonzski, who was gracious enough to share this rare vehicle with everyone at the Macungie show. Jay Hirsch

SAN FRANCISCO BAY AREA SECTION, THE GREAT CHEESE TOUR V, AUGUST 11. Thirty Mercedes-Benzes and forty-plus folks joined the tour, leaving from Greenbrae in Marin. We drove winding roads over the Marin hills to Nicasio Valley, then to western Petaluma and Tomales Bay, and down the coast to Point Reyes Station, visiting Nicasio Valley Cheese Company, Marin French Cheese Company, and Cowgirl Creamery. John Goode

NEW MEXICO SECTION, UNSER RACING MUSEUM TOUR & DINNER, AUGUST 13. On a sunny afternoon at the Unser Racing Museum, members and guests of the section enjoyed a car show, private museum tour, and dinner catered by Sadie's. The museum houses a collection of Unser's race cars, with an extensive photo collection of the Unser family's racing history. Our host Susan Unser joined us for dinner. Jo Chase

SAN FRANCISCO BAY AREA SECTION, SANTA CLARA VALLEY WINERIES TRAIL TOUR, JULY 23. Twenty San Francisco Bay Area members gathered for their morning coffee ritual at Starbucks. Marshall gave us a briefing on the winery visit, which he had driven a dozen times before. Fortino is a great location for dining, drinking, and mingling. John Goode

FROM THE TOP: Pittsburgh Section at the Pittsburgh Vintage Grand Prix. San Francisco Bay Area Section members drove into Marin Countyand enjoyed the Great Cheese Tour.

Section Events

LOS ANGELES SECTION, ZIMMERMAN AUTOMOBILE DRIVING MUSEUM, AUGUST 14.

Our section arranged a tour of the unusual Zimmerman Automobile Driving Museum. The Zimmerman Museum’s mission is to collect, preserve, exhibit, and operate historic vehicles. Museum staff use the collection to present educational opportunities and displays that illustrate the aesthetics, engineering, and cultural evolution of the automobile. Steven Strapp

SAN FRANCISCO BAY AREA SECTION, CAR WEEK - CARMEL TO BIG SUR, AUGUST 18.

Our members who joined this amazing coastal drive from CarmelBy-The-Sea to Big Sur came right after attending the Legends of the Autobahn in Monterey. An hour of scenic driving on Highway 1 was a breathtaking and spectacular. We drove across the famous Bixby bridge before reaching our destination, Nepenthe Restaurant, where we enjoyed an exceptional dining experience, with a table for the group and a panoramic view of the ocean and the sunset. What an unforgettable event! John Goode

LONE STAR SECTION, LUNCH AT DAHLIA CAFE AND FIRE OAK DISTILLERY, AUGUST 20. Twenty-two members of the Lone Star Section met for a Texasstyle lunch at Dahlia Cafe. After lunch the group caravanned to Fire Oak Distillery for bourbon and vodka tasting. Ginny Pitzen

FORT WORTH SECTION, PEROT MUSEUM VISIT AND EL FENIX LUNCH, AUGUST 20. Twenty-six folks joined us for a Mexican lunch and a visit to the renowned Perot museum. After lunch, we proceeded to the nearby Perot Museum of Nature And Science, which is an award-winning architectural jewel located in Victory Park, adjacent to the Dallas Arts District. DJ DeJesus

BRITISH COLUMBIA SECTION, SHOW & SHINE, SEPTEMBER 3. We had a spec tacular turnout, 100+ cars registered, and a whole range of vehicles on display from elegant classics to modern exotics! Thanks to those who shared with us some exciting and rare Mercedes, a Cosworth EVO II, a Brabus 6x6 G-Wagen, and the strikingly beautiful 1959 300SL roadster. Sean Clark

SAN FRANCISCO BAY AREA SECTION, CAMINO TASSAJARA, SEPTEMBER 4. We had a great turnout. Thank you, Philippe Do Carmo for organizing this drive. We started the engines before the heat kicked in, and had an excellent dining experience and refreshment at Oyo in Pleasanton. John Goode

SACRAMENTO SECTION, STURGEON'S MILL, SEPTEMBER 10. Our section visited a place I found to be one of the most interesting I’ve visited in 30 years of MBCA membership: Sturgeon’s Mill in Sebastopol. This sawmill from the 1920s comes alive, still powered by the original steam engines. We had a knowledgeable docent tell us what a commercial lumber mill was like in the early 1900s. Bill Brandt

SPOTLIGHT EVENT Section Event Reports in The Star are based on materials uploaded to the MBCA website. Deadline for the next issue is November 15. Visit mbca.org, select the Star Magazine tab and click on Submit Event Notice or Submit Event Report to publicize your section’s upcoming activities, submit reports and pictures, and learn what other sections are doing.

FROM THE TOP: British Columbia Section's Show and Shine. San Francisco Bay Area Sec tion took an coasrtal drive From Carmel-By-The-Sea to Big Sur with lunch at Nepenthe.

National Board

DIRECTORS AT LARGE

President (2022) Julie Bruggner Three Rivers Section 5526 Thornbriar Lane Fort Wayne, IN 46835 260.348.1369 (h) julesslb@msn.com

Vice President (2023) Doug Geganto Peachtree Section 3211 Black Gum Lane Gainesville, GA 30504 404.754.9955 dgeganto@charter.net

Treasurer (2022) Charles Woods Central Oklahoma Section 3708 Bonaire Place Edmond, OK 73013 charlesbwoods1@gmail.com

Secretary (2022) Cliff Reyle Memphis Section 9658 Dove Meadow Cove East Germantown, TN 38139 901.754.8574 (h) 901.251.4808 (o) cliff.reyle@youthvillages.org

NATIONAL BUSINESS OFFICE

Director at Large (2022) Ernie Fancy Minuteman Section 1 Butterworth Road Holland, MA 01521 508.377.8286 (c) fancyer@cox.ne t

PAST MBCA PRESIDENTS

1955-1957 Dr. Milton Allen = 1957-1959 Dr. Ken Bartlett, Jr = 1959-1960 L. B. Kirkendall = 1960-1961 Arthur G. Rippe y = 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 O tto Saborsky= 1974-1976 Allen Funkhouser= 1976-1977 Tracy Williams = 1977-1978 Thomas Doherty= 1978-1979 Fred Lustig = 1979-1981 Phil Parrino = 1981-1982 Fer ne Gardner= 1982-1984 Grant Elford = 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 =Deceased

Director at Large (2023) James E. Roberts, DMD Alabama Section 2301 Arlington Avenue S #200 Birmingham, AL 35205 205.529.0071 (c) jertoothsaver@bellsouth.net

COMMITTEE CHAIRS

Awards

Ginny Pitzen Lone Star Section 304 Legends Parkway Kingsland, TX 78639 ginnypitzen@yahoo.com

Budget Charles Woods Central Oklahoma Section 3708 Bonaire Place Edmond, OK 73013 charlesbwoods1@gmail.com

Election Committee Gene Jurick North Texas Section 6008 Bracknell Drive Parker, TX 75002 972.461.1981 gjurick@tx.rr.com

Enthusiasts

Josie Lesler Southwest Florida Section 2314 Queens Way Naples, FL 34112 216.403.2216 (c) jqlesler@aol.com

Driving Skills

Jason Burton Chicago Section 175 E Delaware Place #4925 Chicago, IL 60611 312.224.1787 jb@jasonburton.com

Director at Large (2023) Jason Burton Chicago Section 175 E Delaware Place #4925 Chicago, ll 60611 312.224.1787 jb@jasonburton.com

Membership

Doug Geganto Peachtree Section 3211 Black Gum Lane Gainesville, GA 30504 404.754.9955 dgeganto@charter.net

National Concours

Pete Lesler Southwest Florida Section 2314 Queens Way Naples, FL 34112 216.403.2951 (c) w113sl@aol.com

Personnel Cliff Reyle Memphis Section 9658 Dove Meadow Cove East Germantown, TN 38139 901.754.8574 (h) cliff.reyle@youthvillages.org

Leadership Julie Bruggner Three Rivers Section 5526 Thornbriar Lane Fort Wayne, IN 46835 260.348.1369 (h) julesslb@msn.com

Governance Laura Simonds 650.703.2656 Lsimonds97520@gmail.com

Past National President Gene Jurick North Texas Section 6008 Bracknell Drive Parker, TX 75002 972.461.1981 gjurick@tx.rr.com

Executive Director Mike Regennitter Pikes Peak Section 1907 Lelaray Street Colorado Springs, CO 80909 800.637.2360 mike@mbca.org

Administrative Services

Cindy Tumbleson Pikes Peak Section 1907 Lelaray Street Colorado Springs, CO 80909 800.637.2360 cindy@mbca.org

MBCA APPOINTEES

Performance Driving

Arno Pitzen 304 Legends Parkway Kingsland, TX 78639 512.736.5203 arno.ginny@gmail.com

Social Media

Andrew Opicka Wisconsin Section 1221 Bay De Noc Ct Green Bay, WI 54311 andrew@opicka.com

Strategic Planning

Julie Bruggner Three Rivers Section 5526 Thornbriar Lane Fort Wayne, IN 46835 260.348.1369 (h) julesslb@msn.com

Technical Information George Murphy Smoky Mountain Section 233 Briarcliff Avenue Oakridge, TN 37830 865.482.9175 perfanalysis@comcast.net

Technology Jason Burton Chicago Section 175 E Delaware Pl #4925 Chicago, IL 60611 312.224.1787 jb@jasonburton.com

National Events David Abarr 625 4th Avenue SE Albany, OR 97321 541.981.1919 mbcapdxdave@comcast.net

EDUCATIONAL FOUNDATION

President Bryan Gunning bgun@sprynet.com

MERCEDES-BENZ USA Customer Assistance 800.367.6372 (U.S.) 800.387.0100 (CANADA)

Classic Parts & Information 866.622.5277 classicparts@mbusa.com

Marketing Director Ken Engelman Connecticut/WestchesterSection 1907 Lelaray Street Colorado Springs, CO 80909 201.638.7141 ken@mbca.org

Editor, The Star Jeff Zurschmeide Portland Section 1506 5TH Street Tillamook, OR 97141 503.330.3010 jeff@falstaffpubs.com Legal Counsel Thomas James

Send contact information updates to: ryanne@mbca.org

“To elevate the MercedesBenz experience through knowledge, camaraderie, and exceptional events.”

Section Guide

NORTHERN NEW ENGLAND STAR

Jordan Brammer PO Box 2125 Campton, NH 03223 603.721.2083 jordanrbrammer@gmail.com

HUDSON-MOHAWK

FINGER LAKES

Donald C. Klug, Jr. 518 Sherman Street Watertown, NY 13601 315-785-8800 donklug@twcny.rr.com

REGIONAL DIRECTOR

Drew Webb PO Box 473 Salem, NH 03073 508.662.4900 rdswebb@gmail.com

ATLANTIC CANADA

Contact Regional Director MINUTEMAN Dean Coclin 781.789.8686 mbca.minuteman@gmail.com

James R. Wright 26 Crystal Lane Delmar, NY 12054 518.439.3178 hudsonmohawkmbca @gmail.com

NIAGARA Joanie Long 8561 Falls Rd West Falls, NY 14170 716.655.4515 joanielong@verizon.net

OTTAWA Mike McKinnon 213 Denise Crescent Carleton Place, ON K7C 0C4 Canada 613.257.1913 benzowner@bell.net

MONTREAL

David Peebles 2601 Yearling Dr St Lazare, QC J7T 2A1 Canada 514.941.5320 unimog@securenet.net

TORONTO Peter Spitzer 4425 No 1 Sideroad Burlington, ON L7M 0X4 Canada 905.599.5770 mbca@spitzerinc.com

REGIONAL DIRECTOR

Hank Webb 2224 Lookout Landing Fleming Island, FL 32003 904.294.5650 hankwebb58@bellsouth.net

SOUTHERN STARS

David Wommer 904.534.7319 davidwommer@gmail.com

CENTRAL FLORIDA

Robert Hartmann 781 Summer Oaks Court Oviedo, FL 32765 407.913.6134 (h) hartmann.r@att.net

SOUTH FLORIDA

Michael J. Chrusch 10945 Ravel Court Boca Raton, FL 33498-6761 561.990.7886 (h) 954.260.6466 (c) michaelchrusch@hotmail.com

ROAD STAR Barry Paraizo 11758 Lake Shore Place North Palm Beach, FL 33408 561.310.8957 ferrbp@bellsouth.net

SOUTHWEST FLORIDA

Contact Regional Director

TAMPA BAY Gary Dolin

g.dolin@verizon.net

REGIONAL DIRECTOR

Bill Fisher 53 Winfield Circle Sewell, NJ 08080 609.221.2633 BillFisherMBCA@yahoo.com

CONNECTICUT/ WESTCHESTER Winthrop E. Baum 25 Van Zant Street, Ste 19C East Norwalk, CT 06855 203.858.6300 win@winbaum.com

NORTHERN NEW JERSEY

Valerie Cristiano 908.369.0793 mercedeslady1@verizon.net

SOUTH JERSEY Ernest Schirmer PO Box 6429 Lawrenceville, NJ 08648 609.895.1611 eschirmer@ieee.org

NEW YORK CITY & LONG ISLAND Oliver Seligman 760 Holden Avenue Ext. Cutchogue, NY 11935 917.763.0178 (c) 212.510.8293 (h) mogs05@aol.com

KEYSTONE

Marty Rexroth 1060 Detwiler Drive York, PA 17404 717.764.0624 marstang@aol.com

NORTHEASTERN PENNSYLVANIA

Mike Ziegler 437 Auburn Street Allentown, PA 18103 610.504.5370 (c) mikez@zieglersrv.com

DELAWARE VALLEY

Michael Parlato 113 Blackwell Road Pennington, NJ 08534 609.577.5931 m300cab@gmail.com

REGIONAL DIRECTOR

Ken Koehler 6168 Ruthven Drive Noblesville, IN 46062-6722 317.669.2072 (h) skkoehler@att.net

BLUEGRASS STARS Gary Rumrill 6801 Switch Bark Ct Louisville, KY 40228 502.592.7736 g.rumrill@twc.com

NASHVILLE Randy Bibb 330 Whitworth Way Nashville, TN 37205 615.259.1349 rbibb@lewisking.com

SMOKY MOUNTAIN Contact RD

MEMPHIS

Bill Sudekum 561 Long St Southaven, MS 38672 sudekumwa@msn.com 662.429.3407

CINCINNATI Tyler O’Brien 513.477.3056 tylerob1@gmail.com

INDIANA CROSSROADS Roger Brummett Box 3783 Carmel, IN 46032 317.721.2784 roger@metroelevator.com

ST. LOUIS GATEWAY Rick Siefert 846 Nardin Drive Chesterfield, MO 63017 314.435.1903 (c) Rick.siefert@att.net

MISSISSIPPI Mike Marsh 533 Madeleine Court Brandon, MS 39047 601.946.1950 (c) mike@marshmarketing.ms

REGIONAL DIRECTOR

Diana Quinn 442 Chowning Pl NW Marietta, GA 30064 770.635.8112 dianaquinn@me.com

GREATER WASHINGTON Rugger Smith 3709 S. George Mason Drive T5E Falls Church, VA 22041 703.861.0402 prsmith3@msn.com

CENTRAL VIRGINIA Brad Purvis 757.566.1546 bradpurvis@mac.com

VIRGINIA Donald LaBar 1274 Christian Court Virginia Beach, VA 23464 757.226.0048 dlabar3@verizon.net

TRIANGLE Bill Faison 108 Royal Club Drive Cary, NC 27513 919-469-9228 drcbill@aol.com

TARHEEL William L. Parrish, Jr. 828.719.6140 parrishwl@retired.appstate.edu

CAROLINAS Jane Martinez 1375 Whispering Oaks Ln Matthews, NC 28104 505.270.3851 Jsmartinez.mb550@gmail.com

PEACHTREE Gary Edwards 2060 White Rock Rd Lincolnton, GA 30817 757.831.9556 edwardsgw@nu-z.net

ALABAMA-NW FLORIDA Jim Sparacio PO Box 530185 Birmingham, AL 35253 jim506@charter.net 205.243.7727

CENTRAL GEORGIA Thomas Couch 478.741.9014 tommycouch@live.com

REGIONAL DIRECTOR

Ron Harshman 3200 Loop Road #97 Orange Beach, AL 36561 218.213.4967 rharshman1943@gmail.com

PITTSBURGH Sandra Turko

Pennsylvania Boulevard

PA

mbcapghchapter@gmail.com

CENTRAL OHIO Michael Mizesko 614.377.3694 7614 Brandon Road New Albany, OH 43054 mbcacos@gmail.com

NORTHWEST OHIO Branton Pardee 419.215.1696 techdada@yahoo.com

WESTERN RESERVE Rod Thompson 3175 Roundwood Road Chagrin Falls, OH 44022 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

ryanne@mbca.org

MID-ATLANTIC

CENTRAL

REGIONS LISTED EAST TO WEST

MIDWEST REGION SOUTHWEST REGION

WISCONSIN

Bruce Hamilton 4225 Southwyck Drive Janesville, WI 53546-2120 608.754.6066 n12em@sbcglobal.net

CHICAGOLAND Gretta Glimm gretaglimm@yahoo.com

CENTRAL ILLINOIS

MINNESOTA

John Jacobson 1820 Kolff St Newport, MN 55055 651.690.5115 benzboy@comcast.net

IOWA HAWKEYE

REGIONAL DIRECTOR

Andrew Opička 1221 Bay De Noc Ct Green Bay, WI 54311 andrew@opicka.com

Patricia D. Kellogg 4607 Thornhill Drive Peoria, IL 61615 309.688.8000 (h)

Bob Young PO Box 716 De Soto, IA 50069 515.229.3870 bobyoung@inbox.com)

KANSAS CITY Rich Carlson Rich@kcmbca.org

REGIONAL DIRECTOR

Steve Ross 16151 Fruitvale Road Valley Center, CA 92082 619.508.3925 inewsx@sbcgIobaI.net

DESERT STARS

Debbie Ichiyama 6502 E. Evans Drive Scottsdale, AZ 85254 480.268.9535 (h) dichiyama@me.com

Section Guide

CHAPARRAL

John Peters 520.425.5058 petersjr@comcast.net

LAS VEGAS Robert Hellriegel 8260 Sweetwater Creek Way Las Vegas, NV 89113 702.768.7530 Hello_rjg@yahoo.com

LOS ANGELES Amir Rudyan 28051 Balkins Dr Agoura Hills, CA 91301 amir@avmindustries.com

ORANGE COUNTY Kevin Faunce 26632 Sinforosa Dr Mission Viejo, CA 92691 949.310.3669 mbcaorangecounty@gmail.com

SAN DIEGO

Michael Cooper michaeldenise1212@gmail.com 760-650-6206

CHANNEL ISLANDS Peter Samaha 1600 Hobart Street Camarillo, CA 93010 805.890.8489 psamaha@msn.com

SOUTH-CENTRAL REGION

OZARK

Dennis Anderson 15175 Putman Road Rogers, AR 72756 479.295.8008 dt.anderson@cox.net

CENTRAL OKLAHOMA

FORT WORTH

DJ de Jesus 4159 Charron Lane Fort Worth , TX 76116-8160 817.732.8773 (h) djdejesus@charter.net

REGIONAL DIRECTOR

Brett Jurick 2024 Palace Way Allen, TX 75013 214.773.7820 bjurick@tx.rr.com

NEW ORLEANS Sandy Downing 219 Garden Road River Ridge, LA 70123 504.813.3086 sandown60@aol.com

Jeff Leatherock 904 N Miller Oklahoma City, OK 73107 405.306.9495 leatherock@aol.com

EASTERN OKLAHOMA

John Kushnerick 12445 S Granite Avenue E Bixby, OK 74008 918.527.8121 jkushnerick@cox.net

NORTH TEXAS

Ron Seifert 339 Pine Valley Dr Fairview, TX 75069 972.824.0464 rseifert@grandecom.net

HOUSTON Erroll Hines P.O. Box 2261 Kingwood, TX 77252 eahines@aol.com

LONE STAR

Alan Syme 520 Davis Mountain Circle Georgetown, TX 78633 210.827.8308 alansyme424@gmail.com

TEXAS HILL COUNTRY

Don Dionisi 1503 Wild Peak San Antonio, TX 78258 830.438.5539 don.dionisi@yahoo.com

WESTERN REGION

HAWAII

Shawn Merrill PO Box 492658 Keaau, HI 96749 650.255.8202 hicmdo1@gmail.com

CENTRAL COAST Yvonne Lazear 805.402.2322 ylazear@gmail.com

SACRAMENTO

David Michael 302 Stage Stop Court El Dorado Hills, CA 95762 415.939.9000 demichael@gmail.com

REGIONAL

CENTRAL CALIFORNIA Kathryn Splivalo 4800 N Van Ness Boulevard Fresno, CA 93704 559.289.0578 kaspliv@gmail.com

SAN FRANCISCO BAY AREA John Goode 650.215.3402 goode4me@gmail.com

SIERRA NEVADA Gail Wells 1230 Mineral Flat Road Reno, NV 89506 blackswan342@gmail.comt

ROCKY MOUNTAIN REGION

NORTHWEST REGION

IDAHO Robert Heath 5429 W. Clearview

Boise, ID

208.599.3334 rwheath75@hotmail.com

SEATTLE David Glass 10901 176th

#4618 Redmond, WA 98052 425.869.6706

Send contact information updates to: ryanne@mbca.org

How to Submit Trading Post Ads

To submit a Trading Post Ad, upload your ad, with a good quality image if desired, at: www.mbca.org/create-classified-ad

To appear in the January–February 2023 issue of The Star, ads must be active on the website at the end of the day November 15, 2022. Submitted ads are posted immediately.

A club member may post one Mercedes-Benz related ad of up to 250 characters (approximately 35 words) and one photo on the website free of charge, space permitting. Members are charged for additional words and pictures. The online ad may be edited or removed by the member.

All ads are automatically removed after 60 days online unless renewed.

Only ads for Mercedes-Benz vehicles, parts, literature, and related services are accepted.

Non-members or commercial enterprises may post text ads for Mercedes-Benz related vehicles, parts, goods, and services on the club website. Ads up to 300 characters $30 per issue with 60 days on the website. Fees must be paid in advance and are non-refundable. Please submit all Commercial Corner ads to Nicole@mbca. org or call 800.637.2360.

The terms of sale, payment, shipping, and other affairs related to Trading Post ads are the sole responsibility of the buyer and seller. However, if issues arise, write to: editor@mbca.org.

MBCA and the Editor of The Star reserve the right to edit or remove any advertisement without recourse, justification, refund, or compensation.

Club members without internet access may submit ads by mail to:

MBCA National Business Office 1907 Lelaray Street Colorado Springs, CO 80909-2872

Please follow correct ad format when submitting ads by mail. Ad must be typed or clearly printed, and include name, address, phone and credit card information or check. Always include member number. Photographs submitted by mail will not be returned. Trading Post ads automatically expire after 60 days unless promptly renewed.

No inference should be made that the goods and services advertised herein have the endorsement of Daimler AG, MBUSA, or MBCA.

BEST OFFER joseph: 415-879-2424 (FL)

2007 SL550 Pewter / Cognac. 43,000 miles. 50th anniver sary model. Rare. 1 of 550 produced. Excellent condition. All service records. Stephen Golliher: 317-501-6451 gollihers@ yahoo.com (FL)

1971

(CA)

Concourse

$27,500. Runs great. William Abb: 919-448-5407 wm.r.abb@gmail.com (NC)

1982 240D Grey / Red. 175,000

1971

Blue

(WY)

Fully

One

307-620-0724 d.dobbin@bres

William

Parts & Misc. for Sale

Mercedes W123 Fog Lights – Pair of Mercedes Benz W123 Clear Bosch Fog Lights (1305 301 046): Fits 300D, 300CD, 240D, 300TD, 280 E and 280CE. $150.00 buyer pays shipping. Will accept PayPal. Jerry King: 440-225-6678 smurrf00@gmail.com (FL)

2013 SL550 rear wheel – New never used 2013 Mercedes SL 550/AMG rear wheel $1300 /offer. (/Nearly $1900 at MB deal ership) Located near Mystic, CT Don Rich: 860-460-3282 Don_ rich@sbcglobal.net (CT)

FREE Carpet sets! – 4 piece MB W212 black carpet set and W212 MB black rubber 4 piece mat. Also W211 MB front carpets 2 piece mats black. All in great shape. Will not ship but can meet you in CT for delivery. Allen: 203-641-4171 alodmd@comcast.net (CT)

Mercedes-Benz Shop Closing – All left over assorted manuals, parts and tools are for sale. Owner’s manuals, Service manuals and assorted parts for most models from 1960-1990. Mostly used, some new. call with needs. Jeffrey: (410)526-4495 (MD)

Commercial Businesses and MBCA Members

operating a commercial enterprise are encour aged to advertise in the mbca.org online classifieds, which also appear in each issue of The Star. Advertisers are responsible for posting and renewing ads every 60 days. Commercial rates.

Non-Panoramic Hard Top – SL500 or SL600. Excellent silver paint, bad gray headliner Mike: 636-634-6904 mdierker@drs. com (MO)

Parts & Misc. Wanted

Wanted 280SL, 300SL or 420SL – R107 Body Style. For daily driver. Jerry Ciardello: 603-894-4464 gmcsales@comcast.net (NH)

Wanted Fintail W110 – 1965-1968 sedan in great shape with low miles. Manual trans preferred but not required. The plainer the better. Want to stay clear of cracked dash and interior. Barry Power 707-495-1512 barry930@icloud.com (CA)

member

Steve Dierks: steve.dierks@gmail.com

Starry Eyed

Time warp: In the summer of 1957, after touring Europe in his new 300SL Roadster, Alfred Jenkins shipped the car home to Virginia , its trunk stuffed with spare parts, tools, manuals and a full complement of factory-purchased consumables such as touchup paint, exterior polish and brake fluid. Some 65 years later, this rare treasure trove remains with the car. The article on the Roadster begins on page 42. Image Kevin Parker