At the core of every issue of The Star®, the people make MercedesBenz more than just a marque. It is the designers, engineers, racers, enthusiasts, and fans who carry its legacy forward. This issue brings together some of those unique individuals whose contributions remind us why our community is so special. Our cover feature highlights the fine art photograph “Lady Driver” by Tony Kelly, one of the most sought-after photographers in the world. Tony’s striking, cinematic imagery has re-defined luxury and attracted some of the finest clientele in the world. Yet, out of pure passion for Mercedes-Benz, he has generously shared his time and exclusive photography with us. His contribution to The Star is not
just an honor — it is a testament to the power of shared enthusiasm. I have admired Tony’s work for years, and having the opportunity to share his story and bring his vision to life on these pages is a moment beyond imagination.
On the innovation front, we dive into two groundbreaking feats of engineering — The W 125 Streamliner, a masterpiece of speed and aerodynamics, and the F 200 Imagination, a concept car that redefined what was possible in an automobile well before its time.
The W 125 Streamliner, with Rudy Caracciola behind the wheel, drove the W 125 Streamliner to a top speed of 268.9 mph, breaking the public road speed record, and maintaining it for an astonishing 79 years.
Addition, Lone Star Racing has placedthe MBCA laurel wreath logo on its race cars, marking an exciting new connection between MBCA and the world of motorsports. In addition, Lone Star Racing has placed the MBCA laurel wreath logo on its race cars, marking an exciting new connection between MBCA and the world of motorsports.
Finally, I want to re-emphasize the power of shared enthusiasm and the power of The Star® and its readers. After initially featuring Ralf Weber’s letter to the editor in The Star® in our last issue, he reports back with more exciting news. In our November/December 2024 issue, we honored the legendary Bruno Sacco, a name we all know and love. I am humbled to share that the Bruno Sacco tribute feature of The Star® Magazine has made its way back home to Sacco’s family to see. They have expressed their appreciation for how we honored him. Knowing our tribute reached those closest to him is a powerful reminder of the impact a magazine and a shared enthusiasm can have.
This issue is dedicated to the people who make Mercedes-Benz what it is — past, present, and future. Thank you for being a part of this journey, and happy reading.
Rubin Howard, Editor-in-Chief
SAVE NOW!
Primary members of U.S. Mercedes-Benz Club of America are eligible to exclusive rebates on the lease or purchase of select Mercedes-Benz vehicles. To learn more visit: mbca.org/mbusa-incentives
All MBCA members are eligible to participate in the Member Rebate Program as long as they have been members of MBCA for more than 30 days. To obtain your Rebate Control Number, please email: Info@mbca.org with the information below:
First Name, Last Name
City (no spaces), State (two digit only)
Zip Code (5 digit only)
Valid Email Address, MBCA Member ID
Please allow for 48 hours to process.
1971
Dear The Star® readers,
Welcome to the latest issue of The Star®! In this second issue of 2025, we shared a wonderful history of one of my favorite modern concept cars, the 1996 F 200 Imagination. I would argue that the closest Mercedes-Benz production car inspired by the F 200,
produced nearly two decades later, is the 2015-2021 C 217 S-Class Coupe, the last of the Big Body Benz Coupes. We also included Buyer’s Guides covering the 2003-2009 W 211 E-Class and the 1971-1989 R 107 SL-Class. We shared some of the Mercedes-Benz on offer at Mecum Kissimmee 2025, including the only known 300 SL Gullwing in Mittelgrun Green. We included an excellent feature shared by veteran reporter Dan Scanlan about Buster, a 1968 Mercedes-Benz Race Car Transporter commissioned by Porsche in 1968. These racing transporters hauled Porsche race cars such as a 917K
and 956/962s for decades. This one is in The Brumos Collection in Jacksonville, FL, and the other is in the Porsche Museum in Germany. Each Mercedes-Benz tells a story, and we are grateful that you share those stories in person or via The Star®! Thank you for being the heart of our community!
David Wommer, Asscociate Editor
STAFF
KATIE CARRUTH
Publisher
RUBIN HOWARD
Editor editor@mbca.org
MADIE HOMAN
Designer
DAVID WOMMER
Associate Editor
Copy Editor
BRADLEY LORD
Motorsports Editor
NICHOLAS PATTI
Contributing Editor
PIERRE HEDARY
Technical Editor
MARC CHRISTIANSEN
European Editor
KARL LUDVIGSEN
European Editor
ILKO NECHEV
Advertising Director
EDITORIAL SUBMISSIONS:
Please send submissions to: Rubin Howard, Editor editor@mbca.org
Please query The Star® first regarding possible editorial interest. We regret that we cannot always acknowledge or return materials submitted for consideration.
The Star® is the official magazine of the Mercedes-Benz Club of America Inc. (MBCA).
The Star® (ISSN 0744-155X) is published bimonthly by the Mercedes-Benz Club of America, Inc. Periodicals postage paid at Colorado Springs, CO 80903 and additional entry offices.
The Star® is a registered trademark of the Mercedes-Benz Club of America, Inc. All rights reserved.
POSTMASTER AND MEMBERS:
Please send address changes to the Business, Editorial, Accounting, and Circulation Offices: Mercedes-Benz Club of America 3472 Research Pkwy. Ste. 104 PMB 464 Co. Springs, Co. 80920 Phone 719.633.6427 www.mbca.org
MEMBERSHIP:
To join call: 719.633.6427 or visit www.mbca.org Dues are $85 for one year. Foreign dues please add $10 per year. Membership includes a subscription to The Star®.
Printed in the U.S.A.
Dear Editorial team, Just getting in touch to let you know how good the latest issue of The Star was. Over the past year or so the style and content has been sometimes good, sometimes not so good, as it seems that the club is searching for a new and relevant look. This issue is the best for a while. Gone is the gimmicky typeface of article titles, to something clear and contemporary. And the balance of articles is good. As the owner of a 1967 250 SL, I like the inclusion of technical articles on the older models; this is why we joined the club, for tips to keep them running well, so even tech articles on cars from the 50s and 60s would be good. The article on Bruno Sacco was excellent, as was the Ludvigsen one, history like this is important. Canadian road trip and Death Valley tour were interesting because they show people using their cars, not just concentrating on concours trailer queens, and the Death Valley tour would appeal to a younger demographic, which is important. Cars are meant to be driven, and I think MBCA places too much emphasis on Concours events, and less on driving and having fun in our cars. (This is also a problem here in Australia). My opinion is that the younger demographic is not as interested in competitively showing their cars as they are in driving them.
I also liked the new format of Market Watch, and the article on members and their automotive passions.
Please pass this email onto CEO, Katie Carruth, I could not find a contact email for her in the magazine, and anyone else within club management. It seems as if the club could do with some positive feedback. Keep up the good work!
Regards,
Richard Banks
St. Louis Gateway Chapter Elizabeth Bay AUS
I was thrilled to see the W 240 featured in the current Star Magazine! I have owned my 2004 Model 57 for 8 years, adding 30,000 mostly trouble-free miles, thankfully. I previously owned the 1993 W 140 S-Class, so naturally gravitated to the W240 and closely followed its development at the time. The review/guide is mostly an accurate assessment of the expected ownership experience in the modern day.
I wanted to add one correction/tip concerning poor cell phone performance from inside the cabin. In fact, Mercedes-Benz sold a Motorola V60 Bluetooth adapter that connects to one of the two V60 phone connections in the car, front dash or rear center console. These days, you can find them on eBay, for example. Once connected, the Bluetooth phone is integrated into the COMAND system allowing hands-free answering/dialing, including contact list and voice commands, and does not suffer any performance degradation. Certainly makes the car more user-friendly in that regard.
Jay Joiner Pikes Peak Chapter Monument, CO
Hi Rubin,
First, I have to thank you very much for sending me three issues of the magazine with the article of Mr. Alfredo Stola about Bruno. I was really very happy to read this. So warm-hearted and so true what he has written, it really struck me.
As we talked about I took two examples and send them to Marina Sacco, Bruno’s daughter and Harald Leschke.
Marina already telephoned with me, she was so happy to read this, too. She was struck with appreciation. I may say, that indeed she nearly could not find the words to say how impressed and happy she was. She wants to say thank you very much and give Mr. Stola her sincere regards. No answer by Harald Leschke until now but I think the mail to Bulgaria needs a few more days.
I got a message through Instagram, a reader of The Star had read a letter from me in your new magazine. Would you be so kind as to send me an issue of this magazine?
Best Regards, Ralf
In an age where cars are becoming more autonomous, electric, and connected, you might wonder: do car clubs still matter?
With virtual forums, YouTube tutorials, and social media groups at our fingertips, is there still value in a club like MBCA?
The answer is a resounding yes. Car clubs are not just alive in 2025 — some are thriving. Here’s why MBCA remains as important as ever.
1. The Human Connection in a Digital World
We live in a time when online interactions dominate our daily lives. While social media allows us to share knowledge and passion for cars, there’s no substitute for face-to-face camaraderie. Car clubs bring people together in a way an online platform cannot replicate. Whether it’s a weekend cruise, a cars and coffee meet-up, a garage meet-up, or a track day, these experiences create friendships and memories that last far beyond a screen.
2. A Haven for True Enthusiasts
The automotive landscape is rapidly changing. Yet, for those who appreciate the mechanical beauty of cars — whether classic combustion engines, meticulously restored vintage models, high-performance machines, or electric vehicles — car clubs serve as a sanctuary. They are places where purists, collectors, and racers can celebrate automotive culture without compromise.
3. Knowledge Sharing & Preservation
Car clubs have long served as custodians of automotive knowledge. As manufacturers increasingly shift towards software-driven vehicles, the art of traditional vehicle maintenance and restoration is at risk of being lost. Car clubs function as living libraries where members pass down technical know-how, historical insights, and hands-on skills that might otherwise vanish. Whether you’re restoring a vintage Mercedes-Benz or customizing a modern one, being part of MBCA provides benefits that far exceed the membership fee.
4. Exclusive Access & Perks
Manufacturers and dealerships recognize the impact of dedicated car clubs and their members. In fact, the word-of-mouth PR our members provide, along with the testaments of well-cared-for classic cars made by Mercedes-Benz, is invaluable for the brand. As an MBCA club member, you are afforded special access to tours, events, and exclusive discounts on parts and service.
5. Driving Experiences You Can’t Get Elsewhere
In a world increasingly shaped by urban congestion, opportunities to enjoy a car on the open road or track truly are becoming rarer. Many chapters organize scenic drives, high-performance track days, and rally-style events that allow members to push their cars in the ways they were meant to be driven.
6. Advocacy & Protection for Car Culture
As governments tighten emissions regulations and phase out internal combustion engines, car clubs have adopted a new role — advocacy. Many clubs strive to protect the rights of classic car owners and promote policies that support automotive heritage. Without these passionate groups, the future of collector cars could be at risk.
The Future of Car Clubs
The car clubs evolving alongside the industry are thriving. We must embrace all Mercedes-Benz vehicles, welcoming a wider range of enthusiasts. We also must blend in-person events with digital communities, creating a hybrid model that ensures MBCA remains relevant for new generations of vehicle enthusiasts.
In Other News
New Mercedes-AMG Petronas F1 Driver Kimi Antonelli has just passed his driving test a milestone moment even for a pro! Winward Racing’s Mercedes-AMG GT3 finished a noteworthy fourth in the GTD Class at the first race of the season, the Daytona 24 Hours. This is an exciting start to the motorsport season, and I challenge you to find out what GT team has a car that wears the MBCA star!
Mercedes-Benz announced sales for 2024 have increased in North America, and rumors are circulating that a V8 engine might make a comeback in the CLE C63 — news that will resonate with many enthusiasts. Despite the quickness of the 4-cylinder turbo hybrid, the car hasn’t connected with AMG purists. I’m curious if they’re responding like Ford, who has declared they will keep the V8 Mustang even if they are ‘the only ones on the planet’ doing so. I don’t know about you, but however you view ICE, some cars exude a certain DNA, and I think it’s exciting that they might still be available in the future. Speaking of other brands, the press is enthusiastic about a guy who has notched over 100,000 miles in his Ferrari Enzo. I know a few Mercedes-Benz owners with quite a few more memory-making miles! We love to hear about the memories members make with their vehicles; send your story to editor@mbca.org.
Since 2006, hundreds of MBCA members and guests have taken MBCA’s guided trip through the Stuttgart Region and experienced the rich heritage of MercedesBenz firsthand. Members have enjoyed captivating guided tours of the Mercedes-Benz Museum and other sites to explore the history of our favorite storied marque. Now, buckle up for a totally new event! The MBCA Germany Driving Experience is an adre-naline-fueled tour for true enthusiasts that offers hands-on driving, a thrilling lap at one of the world’s best known racetracks, and other premium-level experiences. Designed for the more-engaged traveler, this trip will feature scenic, and autobahn drives through the Baden-Württemberg and Alsace regions of Germany and France, as well as immersive stops remi-niscent to the vintage and classic car rallies so popular in the U.S. The five-day drive will begin and end in Stuttgart and will be limited to 10 total travelers per tour.
2025 TRAVEL DATES AND RATES
The Best of The Past and Present: June 2 – 8
Driving Experience: June 8 – 12
Registration deadline March 15 for both trips.
The all-inclusive rate is $6,450 double occupancy/$6,950 single occupancy
TENTATIVE SCHEDULE
Sunday
Check-in at Steigenberger Graf Zeppelin (hrewards.com/ de/steigenberger-graf-zeppelin-stuttgart), a businessclass hotel preferred by Mercedes-Benz for their business visitors. It is conveniently located across from the main train station in Stuttgart (the Hauptbahnhof). Rooms are fully equipped and include a complimentary full breakfast daily.
• Sunday evening will be the opening welcome and orientation dinner in the hotel.
Monday through Thursday
• Premium AMG cars rented from Mercedes-Benz in Germany.
• Stop and tour at the German “Nationale Auto Museum”/LOH Collection in Ewersbach Home (nationalesautomuseum.de). This stunning museum features extensive collections of rare Mercedes-Benz, Ferraris, and Formula One cars.
• Stop at the world-famous Nürburgring including a “hot lap” with a professional driver.
• Stop and tour at the The Musée Nationale de l’Automobile/Schlumpf Museum (musee-automobile. fr). The world-renowned Schlumpf Collection features hundreds of cars, in-cluding more than 100 Bugattis, chronicling the history of the automobile in France.
• Stop and tour at the new Mercedes-Benz Group AG Test Track at Immendingen
• Stop and tour at the Schramberg Collection (autosammlung-steim.de/de/willkommen.html
• Overnight stops at historic German boutique hotels.
• Tours of historic European medieval villages and other cultural activities.
• First-class cuisine to satisfy discriminating food lovers.
• Return to Stuttgart or farewell dinner.
Friday
Hotel check-out will take place after breakfast, followed by individual departures.
For more information, call or email Chuck Stanford at 602.549.4789 or german-trips@mbca.org
MERCEDES-BENZ INTRODUCED THE ELECTRIC STABILITY PROGRAM INTO THE SERIES PRODUCTION
February 6, 1995 — 30 years ago
• Presentation of ESP® in the S-Class Coupe of the 140 model series in northern Sweden
• Milestone innovation for active safety
• ESP® in the Mercedes-Benz A-Class helps the system achieve a breakthrough in large-scale production
The Electronic Stability Program ESP® is a key invention in automotive engineering. It prevents the vehicle from skidding by selectively braking individual wheels and can therefore prevent accidents. This makes the vehicle easier to control in adverse road conditions.
ESP® celebrated its world premiere in February 1995 in northern Sweden in the CL-Class, the coupe variant of the W 140 S-Class.
The comparison clearly shows that a luxury coupe equipped with ESP® is stable on a snow-covered road, while its counterpart without the assistance system constantly swerves. ESP® was a joint development by Mercedes-Benz and Bosch. The breakthrough in large-scale production came around three years later, with ESP® being introduced as standard in the revised A-Class in 1998. With this measure, MercedesBenz responded to the “elk test”. The introduction in the A-Class had a signaling effect: almost all car manufacturers followed the trend. 30 years after its invention, ESP® Now, vigil is in the background for most vehicles on the market to defuse dangerous driving situations at lightning speed.
February 18, 1925 — 100 years ago
The Mercedes star in the laurel wreath — One of the world’s most recognizable trademarks is born
• Application to the patent office in the year before the merger of Daimler-Motoren-Gesellschaft with Benz & Cie
• Star and laurel wreath merge to form the new logo
• The emblem still adorns all vehicles of the brand today
Big events are often foreshadowed: in June 1926, the two oldest automobile companies in the world merged. Almost 100 years ago, Daimler-Motoren-Gesellschaft in Stuttgart (DMG) and Benz & Cie. In Mannheim merged to form Daimler-Benz AG with the new Mercedes-Benz brand. Preparations were already in full swing in 1925. This included the registration of a new joint trademark at the patent office on February 18, 1925; the signet with the three-pointed Mercedes star in the Benz laurel wreath graphically represented the merger. The history of both components: on June 24, 1909, DMG applied for utility model protection for the three-pointed star. It symbolizes the use of the combustion engine for mobility on land, at sea and in the air.
A little later, in August 1909, Benz & Cie. registered its name in a laurel wreath as a trademark. In May 1924, in difficult economic times, the two companies set the course for a merger and joined forces to form a syndicate. The new trademark in 1925 was an important intermediate step. The world-famous badge still adorns every Mercedes-Benz to this day.
Coverage for the road ahead.
Left: Mercedes-Benz CL-Class, the coupe variant of the W 140 S-Class with the ESP® Electronic Stability Program. Photo from 1995 at the presentation in Arjeplog, Sweden; Right: Mercedes star in a laurel wreath. Drawing of the radiator ornament version. The trademark was registered in 1925.
Photo by Martin Katler on Unsplash
THE MERCEDES-BENZ CLUB OF AMERICA AND LONE STAR RACING UNITE
In an exciting development for members of the MercedesBenz Club of America (MBCA), a new partnership has formed between MBCA and Lone Star Racing, a prominent Mercedes-AMG GT3 racing team competing in the IMSA Sports Car Racing Series. This collaboration not only represents a shared passion for racing but also creates unique opportunities for MBCA members across various chapters.
Team Principal AJ Peterson has graciously invited MBCA members to attend IMSA racing events and engage with Lone Star Racing in a hospitality setting. This initiative provides a behind-the-scenes experience, allowing members to access the Lone Star Racing garage, take part in a pre-race grid walk, and enjoy a hospitality event at the Lone Star Transporter Hospitality Facility. These experiences will certainly enhance the connection between members and the thrilling world of motorsports.
Along with hospitality offerings, Lone Star Racing will proudly display the Mercedes-Benz Club of America logo on their race car whenever MBCA chapters participate at IMSA venues. This not only highlights the partnership but also symbolizes a united front of automotive enthusiasts dedicated to the excitement of racing.
If you are interested in creating a chapter event or attending an IMSA event in support of Lone Star Racing, please contact Roger Brummett, President of the Indiana Crossroads Chapter of the Mercedes-Benz Club of America. This partnership promises to be thrilling for all involved, celebrating both the spirit of competition and the camaraderie of the Mercedes-Benz Club of America community. Please see the attached IMSA Racing Calendar for upcoming dates.
2025. A YEAR OF NEW OPPORTUNITIES FOR MERCEDES-AMG MOTOR SPORTS
2024 has come and gone, and 2025 is here. Just as quickly as the 2024 motorsports seasons ended, we are already back into the swing of things, as various global motorsports series are kicking off and underway. While F1 is in the off-season, Mercedes-AMG Petronas F1 is busy testing. North American customer racing teams have the Rolex 24 at Daytona in IMSA competition, the legendary Bathurst 12 Hours returns from down under, and the exotic Dubai 24 Hours. While most people are enjoying their time off between the 2024 and 2025 seasons, Kimi Antonelli is hard at work with the team, testing the Mercedes-AMG F1 W11, the 2020 Constructors’ title winner and the car in which the outgoing Sir Lewis Hamilton claimed his 7th World Drivers’ Championship. Kimi has accrued over 9,000 kilometers at the Jerez circuit in Spain, providing the
18-year-old with vital time behind the wheel and allowing him and the team to get ahead of the highly anticipated and fiercely contested 2025 season. Additionally, Mercedes F1 has signed a landmark deal with Adidas to become the official kit partner of the team, raising the industry’s expectations for these types of partnerships.
As Mercedes-AMG Motorsports returns to the U.S., there’s no shortage of action in the IMSA WeatherTech Championship and the VP Sportscar Challenge. The Rolex 24 Hours of Daytona marks the start of the international sports car racing season, and the 63rd edition of the race features several AMG GT3s on the grid in both GTD Pro and GTD classes. The main difference between these two classes lies in the driver rosters, with the “Pro” designation allowing teams to hire only professional and factory drivers, while GTD includes a mix of Pro and Am drivers (owners, hobbyists, etc.).
Among the Pro ranks, Mercedes-AMG has two teams representing the three-pointed star: the No. 69 GetSpeed car and the No. 75 Express car. Notably, former BMW ace Maxime Martin has left the team to join Mercedes in the No. 69 car, alongside longtime Mercedes ace Luca Stolz, Fabian Schiller, and Anthony Bartone. In the No. 75 car, team owner Kenny Habul has recruited some of Mercedes-AMG’s very best, including Maro Engel, Jules Gounon, and Mikael Grenier.
In GTD, AMG has three cars entered, the No. 80 Lone Star Racing car with Dan Knox, Scott Andrews, Eric Filgueiras and Ralf Aron. Mercedes also has the No. 57 Winward Racing car with Philip Ellis, Russell Ward, Indy Dontje, Lucas Auer, and finally, Korthoff Competition Motors field the No. 32 car driven by Kenton Koch, Seth Lucas, Maximilian Goetz, and Daniel Morad. Beyond the Rolex 24, these teams will compete with smaller driver lineups until October when they hit the track at Petit Le Mans to wrap up the 2025 IMSA season.
Above: Sir Lewis Hamilton on his way to WDC #7 at the Sakhir Circuit in 2020 ; Opposite-Above: Lone Star Racing during 2025 Roar Before the 24 testing; Opposite-Bottom: The No. 69 GetSpeed car through the International Horseshoe during Daytona testing.
On the opposite side of the globe, the world-renowned Mount Panorama Circuit in Bathurst, New South Wales, Australia, is once again hosting the 12 Hour sports car event. The field is 23 cars deep, and 9 of those being Mercedes-AMG machines in both GT4 and GT3 categories. After a year away, Grove Racing has returned with Stephen Grove, Brenton Grove, and Fabian Schiller behind the wheel. The Heart of Racing team, an Aston Martin team for the most part, has chosen the Mercedes-AMG GT3 EVO as their car of choice for Ian James, Ross Gunn, and Zacharie Robichon as they seek to conquer the mountain. Other teams are also entered, joining these two as they aim to overcome competitors like KTM, Porsche, BMW, and others.
Mercedes-AMG has an incredible record at the event, with several wins and dozens of podiums dating back to the SLS GT3 days in the early 2010s. This year, Mercedes aims to claim the top spot after narrowly missing out last year. Following the season opener at Bathurst for the International GT Challenge, they will head to the Nurburgring, Spa-Francorchamps, Suzuka, and conclude at Indianapolis.
The Dubai 24 Hour race has already been completed, having taken place from January 10-12 at the Dubai Autodrome. Sports car teams from around the world compete not only for the win but also to test and practic with new cars, engineers, and various aspects of their teams in preparation for other endurance races globally.
While Mercedes didn’t claim top honors, the No. 16 Winward Racing car, driven by Sergey Stolyarov, Rinat Salikhov, Gabriele Piana, and Victor Shaytar, finished in 2nd place in the GT3 Pro/Am category after a tough battle with the eventual race winners. In a field full of Porsches and BMWs, our Mercedes customer teams performed admirably, with only 8 cars competing across 5 classes. 2025 is here, and Mercedes-AMG couldn’t be more ready across the more than five global series they compete in, from sports cars to Formula 1, from Las Vegas to New South Wales and back again. Mercedes-AMG boasts bright young talents like Kimi Antonelli and George Russell and decade-long veterans like Luca Stolz, all under their umbrella as they strive to bring the three-pointed star to the top step of podiums worldwide. This success ultimately provides consumers with more advanced and refined technologies and innovations in the MercedesBenz road-going products. It’s all in play this year; let’s go trophy hunting.
Opposite: SunEnergy1 Racing on their way to winning the Bathurst 12H.
ELECTRIC VEHICLE EVOLUTION
My goal is not to persuade you but to encourage a shift in perspective. All I ask is that you keep an open mind as we explore these possibilities.
I fully acknowledge the concerns surrounding EVs — low resale value, range anxiety, infrastructure challenges, grid capacity, and battery costs. These are well-known issues, and they often deter people from making the switch. However, once people experience EV ownership, they quickly realize the benefits and conveniences these vehicles offer.
Electric Vehicles are Improving Our Lives
As humans in this era, we are constantly advancing technologically. We have developed ways to eliminate the need for traditional engine components, air, fuel, and exhaust systems and deliver power directly to the wheels. EVs offer numerous advantages, including reduced carbon emissions, lower operating costs, and enhanced energy efficiency. This allows us to save money and breathe cleaner air while enjoying quieter, smoother rides.
We have come to understand the dangers of secondhand smoke and take steps to avoid it. Similarly, we are increasingly aware of the harmful effects of carbon dioxide and other pollutants from combustion vehicles.
Room to Roam
Expand your horizons – and your interior living space – with Airstream’s only motorized RV with a slide-out
So, why continue to rely on such outdated technology when we now have a cleaner, more sustainable mode of transportation? With EVs, we have an opportunity to make a meaningful impact on our environment and health.
The Influence of Narratives Promoted by Oil Companies
Recently, a Mercedes-Benz EQE caught on fire in South Korea, and it took firefighters eight hours to control the blaze. The story dominated news headlines, fueling public fear even further. However, data shows that EV fires are exceedingly rare, occurring in just 25 out of 100,000 EVs sold – a 0.025% risk. In contrast, combustion vehicles have a rate of 1,529 fires per 100,000, and hybrid vehicles have a rate of 3,475 fires per 100,000 vehicles. Yet, incidents involving combustion or hybrid vehicles rarely receive the same level of media attention. Oil companies have been known to finance media campaigns that align with their interests. This may explain why the US has the lowest EV adoption rate compared to other developed countries. Complacency is risky — look at companies like Nokia, Kodak, and Blockbuster.
Featuring a Murphy Suite that folds down at the push of a button and a three-piece bathroom that spans the entire rear of the coach, the Airstream Atlas Touring Coach features all the comforts of home, luxurious décor, and an expansive floor plan. Hit the road with the power and dependability of a Mercedes-Benz® 3.0L V6 Turbo Diesel engine under the hood, and Airstream’s legendary craftsmanship, features, and amenities inside. And with ample towing and net carrying capacity, you can bring everything your road trip requires – no matter which horizon you’re aiming to explore.
The Promising Future of Electric Vehicles
EVs are on the cusp of becoming even more efficient with advances in lighter-weight batteries and extended driving range. As engineers continue to refine the technology and address software issues, EVs will become even safer, particularly with the advent of fully autonomous driving. Meanwhile, our charging infrastructure is rapidly expanding, with approximately 1,000 new public chargers being added each week.
Conclusion
Electric vehicles are no longer a vision of the future; they have become a defining force of the ongoing automotive revolution. This shift marks the most significant transformation in the automotive industry since Karl Benz invented the combustion engine automobile. As we move into the age of EVs, we must acknowledge that every technological advancement comes with challenges.
To better understand this shift, let’s look back at history. When air conditioning first became standard in homes, it was criticized for being noisy, causing excessive condensation, and deemed unreliable. The primary concern, however, was their energy consumption and the potential strain on the electrical grid. Yes, the grid did experience strain, but we responded by expanding the infrastructure to meet growing demands over the next 50 years. Today, our grid remains stable, largely because 80% of EVs are charged at night during off-peak hours. Although the rapid growth of EVs may present
challenges to the grid in the future, history shows that we are more than capable of overcoming such hurdles by scaling and improving our infrastructure.
The automotive revolution faced similar skepticism in its early days. When Karl Benz introduced his horseless carriage, many critics found it slow, unreliable, and unpleasant compared to the familiar horse-drawn carriage. People wondered why they should spend money on gasoline when horses could be fed for free.
Henry Ford’s mass production of cars faced similar doubts, with people viewing the new vehicles as unsafe and prone to mechanical failures. Safety features we now take for granted, such as seatbelts, were initially absent. Yet, these challenges did not stop visionaries like Benz or Ford; they recognized the potential for innovation and growth and pushed the industry forward.
Mercedes-Benz, a brand synonymous with automotive excellence, has long been a leader in innovation. With ownership of 90% of the world’s automotive patents, Mercedes-Benz has consistently set the benchmark for both innovation and safety. Their continued commitment to reducing harmful emissions and investing in EV technology underscores their dedication to shaping the future of transportation.
The challenges we face today are actively being addressed, and while new ones will arise, we will continue to innovate, adapt, and overcome them, just as we have throughout history. Our focus remains on creating a more sustainable and energy-efficient future for everyone.
Above: A world of Mercedes-EQ
In the 1930s major German motor companies took an interest in breaking international speed records. Leading the pack was Mercedes-Benz, which evolved its Grand Prix equipment into envelope-bodied racers that achieved shattering speed.
Auto Union started this new craze for recordbreaking. The pastime had always been left to the British, the French, the Italians, even the Americans. Surprisingly few German names were among the cars or drivers that set new speed records in the first four decades of organized car competition. Mercedes and Benz had enjoyed their moments in the sun but their records were dusty with age, all but forgotten. Now in 1934 a rank newcomer, Auto Union, had captured one of the most prestigious figures, the world’s one-hour record.
Rudy Caracciola helped redress the balance toward Mercedes-Benz with successful record runs at Gyon and Avus at the end of 1934. This was viewed with favor by those who were establishing the public postures of the Third Reich. They knew that the demolition of records long held by other nations would help convince the world that a new power had been born, one with which it would be unwise to trifle. This was the time of the first Air Speed Record held by a German plane and pilot, set on November 11, 1937, by a Daimler-Benz-powered Messerschmitt Bf 109.
As with all other aspects of life in Germany the new Nazi regime had centralized motor-sports activity in the ONS, the Highest National Sporting Authority. It had few venues for record-breaking until the Autobahns came to the rescue in the mid-1930s. The marvelous four-lane expressways that were among the modern wonders of Europe would be used by the ONS to stage an annual Record Week at a suitable venue.
International Class B for cars of up to 8.0 liters capacity was the playground for top-speed contests between
Dainler-Benz and its arch-rival Auto Union. The first official ONS jubilee of speed began on Monday, October 26, 1936. Closed for the week, the Autobahn section just south of Frankfurt, toward Darmstadt, was along the eastern boundary of Frankfurt Airport. The western or southbound lane was used for runs in both directions, and cars were given about two miles to accelerate before reaching the timed section.
Mercedes-Benz took part with bells on. No part of its entry was more experimental than its bodywork. In 1936 few cars of any kind had been built with their wheels fully enclosed within an unbroken aerodynamic shell. None had been completed and driven at high speed with this type of body. Not until late 1937 did the concealed-wheel juggernauts of George Eyston and John Cobb begin their epic joust of speed at Bonneville. Against this background the shape of the 1936 Mercedes Benz record car stood as a daring innovation.
Top: With the charisma of a basking shark, the 1938/39 record-setting Mercedes-Benz oozes malevolence in the company’s Museum; Bottom: Overlapping lines compare the modified 1936 record car version with the 1938 version, highlighting the latter’s lower nose and higher and longer tail.
Although a concept that needed work, the 1936 record car set records on the first day. New Class B records of 226.4 mph for the kilometer and 228.0 mph for the mile were recorded. One more two-way drive was made to collect the Class B record for 5 kilometers at 211.6 mph.
These stunning speeds were not challenged by archrival Auto Union.
Mercedes-Benz built its 1936 contender on the chassis of its Grand Prix car of that season. Though it had proved unsuccessful in G.P. racing, it served well enough in a straight line. It was powered by the Type DAB, the most powerful engine that Daimler-Benz had yet put in an automobile.
Designed and built with the idea that it would be used in Grand Prix racing, the DAB V-12 used the proven construction methods of the straight-eight racing engines to create a 60-degree vee-twelve. This meant the traditional Untertürkheim sheet-steel fabrication of cylinders with integral heads, welded into three-cylinder units. Four valves per cylinder was another established house design, with twin camshafts on both banks driven by a gear train at the engine’s clutch end. It remained at the same size, 82 x 88 mm (5,577 cc), throughout its career.
1936 MercedesBenz record car set new Class B speed records on its very first day. 226.4 mph for the kilometer 228.0 mph for the mile 211.6 mph for 5 kilometers
Also passed down from the racing eights to the DAB V-12 was the use of superchargers that blew through carburetors into the combustion chambers. The DAB had two such carburetors being fed by a pair of Roots blowers in a “V formation” driven from the front end of the crankshaft. All this added weight. The DAB scaled 650 pounds against 464 pounds for the Grand-Prix straighteight’s 4.7 liters. However the latter’s 453 bhp maximum was shaded by the DAB’s 616 bhp. The V-12 turned out to be too heavy to meet the maximum weight of the current formula and too front-heavy to provide good road-racing handling. But it was a bear in a straight line.
Meanwhile races of the straight-eight Mercedes Grand Prix cars were proving that more power could be extracted if the carburetors were before rather than after the superchargers. Accordingly, induction expert Georg Scheerer built such a system for use on the V-12. Its first tests early in 1937 showed the expected gain in power at the low end but the twelve’s output tailed off disappointingly above 4,000, barely touching 500 bhp at 5,500. Analysis showed that this was caused by carburetion that lacked enough inlet area.
Above: Here in a G.P. chassis, the 5.5-liter DAB V-12 shows its gear train to its four overhead camshafts and two carburetors in its central vee.
Superficially the logical course was to add carburetion, but other tests had shown that a suction-carbureted engine wouldn’t tolerate more and more carburetor area without sacrificing its mid-range throttle response. With a fully-open throttle the inlet area became so large that the vacuum at the jets dropped to a level so low that it wouldn’t induce enough fuel. Without enough fuel the engine would refuse to respond and, in the worst instance, would burn its pistons.
George Scheerer decided to add carburetion — in an unusual way. Adjacent to each carburetor, Scheerer placed an additional air inlet controlled by a barrel-type valve. Along the sides of this valve were additional fuelsupply jets, fed by the nearby Solex float bowl. These jets were progressively uncovered as the barrel-valve was opened. This fuel-jetted air valve was nothing more than an additional carburetor, in fact a very simple one with a slide-valve throttle like those used on motorcycles and on the early Daimler aircraft engines. Like these it was called a slide-valve carburetor, a Schiebervergaser. Control was affected by a piston in a bore, mounted on the inlet manifold. In fact, for the DAB engine a single piston was used, controlling both the supplementary carburetors, the Zusatzvergaser, through a linkage. The controlling piston responded to the pressure differential between the inlet and outlet sides of the supercharger. This was a vital means for the prevention of excessive inlet area, hence poor response, with sudden throttle opening at less than full speed and power. Scheerer arranged to place the main carburetor float bowls under controlled supercharger boost pressure, near maximum throttle opening, to force the fuel through the jets.
The ONS decided to stage an official Record Week on one lane of the Frankfurt-Darmstadt Autobahn from October 25 through 31, 1937. Daimler-Benz readied new cars for this occasion that were intended to allow Rudy Caracciola to retain his old records and set some new ones. The vastly improved chassis and suspension of the Grand Prix W
125 was adopted as the basis for an all-new car. Serial number 11 was the anointed chassis.
On October 14, 1937 dynamometer tests were complete on DAB engine number 3. Running on its two Solex carburetors alone, maximum output was 679 bhp at 5,800 rpm. Thanks to the suction carburetion this was a 10.2-percent increase over the previous year’s maximum
Top: As installed in a G.P. chassis for a one-off race, the 12-cylinder DAB was a deservedly awesome powerplant, then giving 616 bhp at 5,800 rpm; Bottom: Engineered by dedicated experts, the 1938 record car’s canopy met Caracciola’s requirements. A fully circular steering wheel was not required; Opposite: In a side view with a stand-in the 1938 Mercedes-Benz record car showed how much room was available underneath the central floor of its belly pan.
output. The improvement became progressively greater as engine speeds were lowered, achieving a stunning 40.5percent power gain at 1,500 rpm. Scheerer cautioned that he could only speculate about the throttle-response ‘feel’ of the supplementary carburetors, although he judged that it would be acceptable for record-breaking purposes.
With the opening of the Zusatzvergaser all the figures from 4,000 rpm upward rose substantially. Peak boost pressure at the blower went up from 15.7 to 18.2 PSI and peak power rose to 736 bhp. Maximum torque held steady at 725 pound-feet and more from 3,000 to 4,000 rpm. These were figures to conjure with, the highest ever recorded on the dynamometers of the Daimler-Benz Rennabteilung. An attempt to take a power reading at 6,000 rpm resulted only in the awed notation: “brake shaking”.
“The body for this car receives the shape of the 1936 record car,” Senior engineer Max Sailer summarized after an August 31 meeting, “but becomes about 220 mm (8.7 inches) narrower than the latter car and 100-120 mm (3.9-4.7 inches) lower. We hope to achieve thereby an equally favorable drag coefficient (Cd) of 0.175 with a substantially smaller frontal area and thereby considerably higher speeds than last year.”
For comparison a model of the planned new car was readied by September 5. It reflected the reduction in the frontal area to 14.9 square feet from the 16.7-square-foot area reached by the 1936 car. The new car was projected to be about the same length as its predecessor, 212 inches against 211. In this form its drag coefficient was disappointingly high at 0.185. Working on the model, lengthening it to the equivalent of 228 inches, the Cd was cut to 0.181.
Its wheels fully enclosed at front and rear, its one-piece shell polished to a high gloss, the new car completed to match this altered shape looked as ready as any MercedesBenz could at the opening of the Record Week. It was geared for 242 mph at 5,500 rpm and 264 at 6,000.
Five trucks from Untertürkheim rolled onto the participants’ parking area on the west side of the Autobahn, bearing the correct circular admission badge, bringing a W 125 Grand Prix car for standing-start record
attempts as well as the new streamliner. However, the week belonged to Bernd Rosemeyer and his versatile Avus-bodied Auto Union.
Caracciola couldn’t match its speed. On Monday both he and Lang tried the new Mercedes-Benz but found that it “tended to aviate at the front,” as motorcycle recordholder Eric Fernihough put it. Its nose rose steadily until Rudy could no longer see the road ahead and the steering gradually lost grip. Caracciola could go no faster than 237 mph and for Hermann Lang 227 mph was quite fast enough.
The trucks headed back to Stuttgart to allow a new downward-curving nose section to be grafted on and 175 pounds of lead ballast to be added. The car was back by Wednesday and on Thursday, October 28, Rudy was able to clock better than 248 mph on this stretch of highway. But Rosemeyer was timed at 252.5 mph in his Auto Union over the flying kilometer. The special M125 engine was installed for some Mercedes flying-start attempts, which also fell short of expectations. Nor had the DAB V-12 been entirely free of trouble. The outing was a disaster for Mercedes-Benz.
“One thing was obvious,” reported journalist John Dugdale, “and that was that the big Merc was a pig to start. A mechanic had to stand in the engine compartment and prime or maybe choke the carburetors while the car was push-started.” After seven two-way runs on Monday, a piston was burned. Another was “roasted” after two sorties on the Thursday.
In December 1937 the big V-12 engine was again the subject of investigation by the Rennabteilung. To increase its appetite for alcoholic fuel at peak power, to cool the overheated pistons, the supplementary carburetors were rebuilt to mount the jets on the axis of rotation of the barrel valve, where they could be enlarged in diameter. Further attention was given to the provision of pressure to the carburetor float bowls.
During a subsequent 36-second maximum-power run several wrist pins were broken. They were redesigned, adding 0.5 mm to the outside diameter and 1.0 mm to the inner surface. Piston crowns were anodized and
nickel-plated to ward off burning. A more positive means of assuring a fuel supply to the jets was realized by arranging to block off the return line from the float bowl when the throttle pedal was fully depressed. After another bench test some supercharger drive gears were found to be broken; these were strengthened. Separate DAB trials helped determine the best piston clearances and exhaust-manifold shape. And a radical new cooling system was evaluated.
All this activity at Christmastime in 1937 was owed to another record attempt planned for late January 1938, just before the February opening of the important automobile show in Berlin. Nazi insider Jakob Werlin had pulled some strings at the Reich Chancellery to arrange a special facesaving session for Daimler-Benz. This time the record car had to go steadily and fast.
Aerodynamic help was expected from eliminating the radiator air flow and its associated drag. Tests with models had shown that the Cd of the 1937 car dropped from 0.181 to 0.157 with its radiator entry blocked. This was a gain well worth having. To get it an ice-cooling system was dynamometer-tested. In the installation, a normal W 125 radiator was placed inside a chest filled with a mixture of water and ice. A screen above the bottom of the chest ensured circulation around the ice, which the test-bench trials showed to be more than sufficient for a one-way run. The option of adding dry ice was considered but not needed. Fully loaded, the chest and contents weighed 220 pounds. This rested on the two arms extending ahead of the frame, stress-tested to ten times the expected load to be sure they were strong enough.
Above: Nostrils in the nose of the 1938 record Mercedes-Benz fed ram air to its twin superchargers. A forward hatch gave access to its ice cooling; Top-right: Arriving early at the record site, key creators posed for the birdie. From left were Rudy Uhlenhaut and Max Sailer with Alfred Neubauer on the right; Opposite: Pushing the car babied its single-disc clutch, which had to cope with high gearing including almost direct drive in third and 0.79:1 in fourth.
Two apertures remained in the nose of the record car, solely to supply induction air to the engine. Its body shape was evaluated in a grueling and comprehensive series of 52 drag readings on the full-sized car in the wind tunnel of the German Aviation Research Establishment at Adlershof in Berlin. As Daimler-Benz had close contacts with the leading German aircraft manufacturers such as Heinkel and Messerschmitt, both of whom used Daimler-Benz aircraft engines, this was exploited.
On November 4, the record car was presented to Heinkel’s Adam Eck for inspection. He considered the blunt shape of the nose to be more advantageous than the pointed nose design used by Auto Union. To reduce downforce at the front and lift at the rear, he recommended raising the body slightly. Three weeks later Ernst Heinkel and three of his team visited the new body at Untertürkheim. The Heinkel project office prepared a report containing 14 detailed suggestions for improvements. Point one addressed the important issue of sensitivity to crosswinds, which was to become a major factor in an Auto Union catastrophe.
The Heinkel people noted: “The car is too high between the wheels and not rounded enough in cross-section (side wind).” Under point two they said: “The rear of the car is not long enough. The height of the rear edge also appears unfavorable (too low).” A rounded windscreen was suggested as a suitable manufacturer. This point was also raised by Prof. Willy Messerschmitt, who judged the round shape of the car’s front to be favorable and recommended raising the rear to reduce rear-axle lift.
The results included a depression of the nose between the wheelhouses, a forward rake of 0.65 degrees and an extended tail that brought the car’s overall length to 248 inches. The width was 73 inches, not including new fairings for the side exhaust outlets. Hitherto resisted by Rudy Caracciola as potentially view-distorting, a rounded canopy with satisfactory vision was engineered.
The 1938 Daimler-Benz record-breaker looked right, and it was. It rode on 6.25 x 22 tires in front and 7.00 x 24 in back on shielded wire wheels and scaled 2,608
pounds dry. It was overcoat weather, but there was no snow on the ground at Frankfurt on the cloudy morning of January 28, 1938, which the weather section at the nearby airport said would be suitable for the running of this very fast car. It had been rushed to completion the night before and trucked to the Autobahn in time to meet Alfred Neubauer and Rudy Caracciola there at 5:00 a.m. Rudy decided to wait until the frost had cleared from the roadway.
By nine that morning they were having a celebration breakfast at the Park Hotel in Frankfurt. Caracciola made one reconnaissance run just after eight, then a serious attack: “The car hugged the road beautifully. I was aware of that even on the starting run. Shifting was wonderfully smooth. It drove altogether differently from the car they had the year before. At the speed I was going the road constricted to a narrow, white band with overpasses that seemed like small, black holes. I had to steer accurately to pass through them. Even before the brain quite grasped what was to be done, the car had already streaked on.”
The brutal boom of its side-spewing exhaust stacks rattled onlookers as the silver car hurtled by. The two-way average was 268.712 mph for the kilometer, 268.496 mph for the mile. It was a sensational speed, an outstanding achievement. Caracciola’s view was that the car was geared too low to give of its best. Its fastest timing was 271.311 mph one-way for the kilometer against 268.712 mph in the other direction. The timings for the mile were 268.086 outbound and 268.893 on the return. These
Class B records remained on the books until November 4, 2017, when a car with twice the power was timed at an average 276.86 mph.
Auto Union had made plans for a response; they implemented them later that morning. As forecast, the wind had risen along that portion of the four-lane highway, partially shielded by trees and partially exposed. Along one of the latter sections the Auto Union of Bernd Rosemeyer went out of control and crashed. One of the most-loved sports heroes of the Germany of the 1930s was killed instantly. Much of the nation was drained of its enthusiasm for record-breaking.
The Mercedes-Benz streamliner made one more appearance in action at a fantastic new section of Autobahn built for speed in northern Germany between Dessau and Bitterfeld. There, the central median was paved over to create more than five miles of smooth concrete some 100 feet wide. Mercedes-Benz men gathered there in February of 1939 to break records in Class D with the three-liter V-12 engine of the 1938 Grand Prix car installed in its envelope-bodied chassis. Record averages of 247.4 mph for the kilometer and 248.3 mph for the mile were set on February 9 by Rudy Caracciola.
In the Mercedes-Benz Museum Chassis 11 rests in an honored position in Mythosraum 7 for “Silver Arrows ― Racing and Records.” When you next visit, don’t miss it.
Designing the F 200 Imagination Concept
F200 Imagination, was for us at Stola S.p.A. the second show car built for Mercedes-Benz, anticipated in 1994 by the FCC, an acronym for Family China Car; the requested objective is that it be presented at the Paris Motor Show scheduled for October 3, 1996. Confidence in our company was further strengthened in the management of Mercedes-Benz, thanks to the six style models that had just been produced at the same time in the spring of 1995 of the C-Class SportCoupe (CL 203) with our “see-through model system in hard material” followed directly by the Deputy Director of the Style Centre Peter Pfeiffer and his team.
If the FCC was a relatively simple prototype, the F 200 was among the most complex projects we ever worked on, especially regarding the electronic components and automated movements. Imagine, among the many concepts, that there was no longer a steering wheel or pedals. In short, it was a laboratory of innovations on four wheels, paving the way for future solutions.
I believe that a significant amount of confidence for such a technically complex project was also given to us due to our work on the Alfa Romeo Proteo concept car, which was presented a few years earlier in Geneva in 1992. It was an advanced two-seater sports car featuring a body made entirely of carbon fiber, four-wheel steering, and a highly intricate glass soft top (the roof had a liquid crystal system
that could be activated for sun protection). The retractable hardtop could be lowered in just five movements using a hydraulic system, allowing for a choice between a coupe or a sleek spider in thirty seconds at the push of a button. It must be said that although the F 200 Imagination was physically built in Italy, two great teams of Stola and Mercedes-Benz technicians worked side by side every day for eleven months, including many weekends and a few holidays.
The primary Mercedes-Benz departments involved were the Style Center in Sindelfingen and the Research Department in Stuttgart. The car’s styling is by Advanced Design (a department of the Mercedes Style Center) under the direction of Harald Leschke, with contributions from Michael Kramer, Gunter Holzel, and Jurgen Weissinger. As is tradition, the Stuttgart-based company that specializes in upholstering the interiors of show cars can trace its origins back to 1987, when the Turin-based company Salt, of the Gavina family, was established.
The body is entirely constructed from sheet steel, and all parts are shaped by hand using a hammer on specialized models known as beating.
Above: Experimental Coupé study “F 200 Imagination” of 1996 under the cover
The starting point of this show car is the W 140 Coupe S-Class, featuring a six-liter 12-cylinder engine. As always in the Stuttgart philosophy, concepts must function in every detail. This car was transported to Rivoli from Sindelfingen in the early days of 1996, ready for complete disassembly.
The Style Center aims to convey the narrative of the future S-Class and beyond, while technical research seeks to reveal to the world all possible innovations, even the most radical ones, such as the absence of the steering wheel and pedals.
The chosen design of Advanced Design was by Christopher Rhoades. The CNC-milled model, which was also suitable for constructing light molds for the creation of the hand-shaped steel sheet body, was built and presented just before Christmas 1995 at Stola S.p.A. in an unusual red color. The interior models were ready a month later.
Present at that time in Rivoli were the gentlemen from the Mercedes Style Center: Bruno Sacco, Peter Pfeiffer, Olivier Boulay, and, of course, Harald Leschke and Christopher Rhoades. On this occasion, in addition to suggesting some changes, they also began to envision the definitive color of the bodywork, and it was Bruno Sacco’s idea to develop a color that closely resembled the shade of the Caribbean Sea. Later, we would be told by the German technicians present in Italy, almost with confidence, that the “three” most important technological innovations on this F 200 are influenced by a Sony game system and Airbus technology. 1994 marked the global success of the Sony PlayStation (later known as PS1/PS One), a phenomenon hard to comprehend for those who didn’t experience it firsthand. The demand for consoles was so immense that it far
exceeded the supply, resulting in a burgeoning black market with outrageous prices. I remember that many parents during Christmas in 1994 and 1995 were willing to pay three or four times the list price to have a PlayStation under the tree for their children. In short, it was a revolution in the electronic games industry.
The game’s focus is the joystick, which children and teenagers use with remarkable ease and speed. This instinctive dexterity leads us to envision a future where cars can be driven without a steering wheel, prompting speculation about the skills of the younger generation.
The second innovation comes from the European aviation giant Airbus, with which Mercedes-Benz has been a longtime partner in various projects. It has been known from the beginning that the biggest difference between the European Airbus and the American Boeing is the joystick instead of the yoke, along with plasma screens featuring digital instruments instead of classic analog gauges. For driving, it featured a drive-by-wire system, clearly inspired by the more familiar fly-by-wire technology found in Airbus airplanes. This system included a joystick on the door panel and a throttle in the tunnel for the gearbox, accelerator, and brake instead of traditional pedals. The design also allowed for driving either from the right or left side to cater to various global markets. The joysticks would be referred to as “sidesticks.”
When it came to screens, the innovations for the F 200 were truly futuristic; the dashboard was designed to appear as a single screen. However, due to technological limitations at the time, the glass part of the screen is divided into three equal sections but still remains seamlessly joined without external frames. These large screens would be very effective for exterior cameras instead of traditional rear-view mirrors. Other innovations in this F 200 include the electrically opening rear bonnet, electrically-opening scissor doors, Bi-Xenon headlights, and the fully active suspension system known as Active Body Control.
Opposite: Retractable roof mechanism ; Left: The F 200 concept is controlled by a functional joystick; Below: The driver does not sit on the left or right but instead exactly where they are safest, in the middle.
Speaking of innovation, the two doors and the rear trunk featured neither handles nor locks, but rather touch sensors activated by an electronic card, which was also required to start the engine using an internal button. The side doors lacked handles, but if you look closely, you will notice an engraving that resembles a modern Tesla design. This engraving is purely aesthetic, and I believe the designers aimed to create a connection with the touch sensor panel located at the beginning of the rear side.
The body is entirely constructed from sheet steel, and all parts are shaped by hand using a hammer on specialized models known as beating. The glazing is also created in a prototype manner using the so-called gravity system. The roof is always made of glass and incorporates special liquid crystal technology that allows it to darken on command. For us, the most challenging aspect was the scissor movement of the doors, which required two maneuvers to complete the opening. The first maneuver involved moving past the side of the car and the front fender, while the second focused on the forward rotation.
In the final phase of the work, after painting the bodywork and before assembling the interior, more or less in July, an additional team of electronic and electrical specialists is arriving from Stuttgart. This team did an extraordinary job wiring hundreds of wires and arranging at least seven computer units in hidden places, working day and night in shifts to align the various software. What better occasion to acknowledge the skills of all these technicians! I want to thank once again our head of the prototype department, Felice Chiara, and our electrical and electronic manager, Beppe Comollo.
The F 200 Imagination experience was wonderful for me. I wanted to share this in detail with my friends at the Mercedes-Benz Club of America for the first time, especially since I arrived in Paris the day before the presentation. For that Paris Motor Show, we built not only this Mercedes-Benz but also the Fiat Multipla and Alfa Romeo Nuvola concepts. You can imagine the satisfaction and happiness of being able to experience such an extraordinary moment dedicated to the automobile, but the Mercedes-Benz was different for me.
On October 2, the day before the press opening of the show, which was special because it was when the cars arrived at the stands, the F 200 faced a delay. The Mercedes Style Center’s truck experienced a holdup at the Mont Blanc tunnel, causing the F 200 to arrive at 11:30, making it the last car to arrive at the Mercedes stand. As always, the prototype was driven by Wessinger, who was tasked with controlling it using the joystick instead of pedals.
Above: The F 200’s revolutionary butterfly-style doors opened upwards, blending futuristic elegance with cutting-edge accessibility; Opposite-top: The F 200 Imagination Concept, launched at the 1996 Paris Motor Show ; Opposite-below: The F 200 resides on a prominent display in the Mercedes-BenzMuseum in Germany
Bruno Sacco and Peter Pfeiffer had not yet seen it finished, while Harald Leschke and I had; with me at that moment was also Gioachino Grande, my assistant. This was the moment I mentioned before when I felt that my experience with Mercedes was different. I saw the emotion in the eyes of these three important managers, and that was a moment only the five of us shared together.
Bruno Sacco invited us to lunch in a beautiful Italian restaurant near the exhibition center in Rue De Vaugirad. I did not remember the name, so I searched for it on Google. It’s still Italian, and it is called Fuxia. However, I don’t remember if it had the same name in 1996.
Sometimes, when I’m in the car with my son in his 2021 Mercedes-Benz A-Class, I look at the dashboard with its single electronic screen displaying all the functions in digital graphics, and I always think back to 1996.
A few years ago, I visited the Mercedes-Benz museum in Stuttgart, where I saw the F 200, perfect in every detail as if it had just been built, exhibited in an incredibly wonderful and daring installation on a platform several meters above the floor.
Above: The F 200 Imagination featured a striking panoramic glass roof, offering an airy, futuristic feel for occupants
STAR SUMIT ALABAMA
JULY
23-28, 2025
In July, Star Summit Birmingham commences! We will visit the Mercedes-Benz U.S. International, Inc. (MBUSI) factory southwest of Birmingham, Alabama. We will use electric trams to tour the new body shop with 3000 KUKA robots.
Over a million Mercedes-Benz vehicles, including every ML, GL, R-Class, GLE, GLS, GLS Maybach, EQE SUV, EQS SUV, and EQS Maybach in the world, and most 2014-2021 C-Class cars, were built at MBUSI. We warmly invite you to bring your vehicle back home to where it may have been born. The factory is now seven times as large as the original and builds seven different internal combustion, hybrid, and fully electric vehicles.
Some Alabama-NW Florida chapter members have been trained and refreshed as tour guides, so you will get a much more complete and knowledgeable tour than ever before. We are developing additional tech sessions at the factory.
Since it will take about three days to let everyone have a factory tour, we are arranging for drives on challenging and little-traveled roads in the area to very interesting destinations. These include the Barber Vintage Motorsports Museum, which has 1,700 motorcycles and 120 race cars, such as Lotus, Porsche, and Ferrari, most of which are Formula One cars. We will also visit the U.S. Space & Rocket Center in nearby Huntsville and home
to Space Camp. The U.S. Space & Rocket Center (USSRC) is the most comprehensive U.S. manned spaceflight hardware. Additional drives and destinations will be announced later.
MBUSI will host our MBCA-judged Concours and Silver Star Preservation Class judging at the MBUSI Visitor Center on Saturday.
Sunday features an Autobahn Experience on the 2.66 mile 33 degree banked Talladega Superspeedway. We will use the NASCAR garages to assemble in the cool shade. The track also allows us to stage acceleration runs on pit road and basic driving skills/crash avoidance or an autocross on the back straight. Sunday is also a time for offroad adventure on the Talladega Skyline Motorway for G-wagons and ML-, GL-, GLE-, GLS-Class enthusiasts. Monday features Performance Driving at the Talladega Gran Prix road course. The facility is air-conditioned, and you may drive the track with your windows closed and with a skilled instructor to help you master your car and the track. A discounted rate at the Doubletree (Hilton) Birmingham South will be available. Every evening, we will have happy hour followed by planned evenings for awards and speakers from MBUSI and other Mercedes-Benz leaders.
Buster,
The legendary Mercedes-Benz that drove Porshe Racing Team to victory!
The origin of a rare race car transporter originally commissioned by Porsche — a 30-passenger Mercedes-Benz O 317 K Stadtomnibus is very humble. A Stuttgart-based company converted it and two others into very roomy race car transporters, with space for drivers and mechanics, spare engines and parts, and up to two race cars.
Now, after a long career bringing those race cars and parts to tracks all over the world from 1969 to 1983 as an official part of the Porsche racing team, among others, Buster snuggles up with some very historic Porsche race cars in the Brumos Collection (TheBrumosCollection. com) in Jacksonville, FL.
The Brumos Collection, located at 5159 San Pablo Road South in Jacksonville, FL, focuses on the development of the automobile and Brumos’ racing legacy. Outside, a large orange Union 76 ball with windows once used by spotters at Daytona International Speedway, overlooks the landscaped facility. The museum’s design pays homage to the 1920s Ford Model A plant that once existed in downtown Jacksonville — the only major car manufacturer assembly line in Florida. Inside of The Brumos Collection, you’ll find historic race cars, classic cars, and automobilia, with Buster displayed on a back wall surrounded by legendary race cars.
Hubert Brundage started the dealership under his name in the late 1950s. In 1959, his Volkswagen line was joined by Porsche. As the dealership grew, it was renamed Brumos, contracting the Brundage Motors Telex code.
When Brundage died in 1964, Peter Gregg purchased the company, and its racing heritage grew — the Porsches were first orange, then red, white, and blue, with number 59 on them.
Hurley Haywood began racing for Brumos, eventually becoming the vice president of the Porsche dealership. Gregg passed away in 1980, after which Davis and Snodgrass took over in 1990 as the race team achieved more wins. The expanding car collection was stored at Brumos Racing’s headquarters behind their dealerships.
When the Mercedes-Benz, Porsche, and Lexus dealerships were sold to a new owner in 2015, those collector cars, including Buster and numerous Brumos race cars were eventually put on display for everyone to admire in the 35,000-square-foot gallery area of the collection.
First, a bit of history on Buster, so nicknamed by Bob Snodgrass, the late race team manager and owner of Brumos Racing, who “gave everybody and everything” a nickname, according to retired collections manager Don Leatherwood says.
Above: Buster stands tall, commanding the respect of all who enter the museum.
PHOTO: DAN SCANLAN
It is based on the O 317 K bus model, which MercedesBenz called a high-floor model, produced from 1957 to 1972. In its 30-seat configuration, it measures just over 36 feet long, 8 feet wide, and 9.5 feet tall, with a 19.1-inch wheelbase. The base bus was no powerhouse – it features an OM 326 inline OHV six-cylinder, four-stroke diesel engine, fairly large at 10.8 liters, delivering 220 hp and 800 ft-lbs of torque. It sits under the floor just behind the front rear axle, lying on its side with a single-disk Fichtel & Sachs dry clutch and a 5-speed manual transmission. “It wasn’t real fast, and the gears were pretty short, except it had a real tall top gear,” Leatherwood says. “But it was fun to drive. I took it to Daytona twice. I drove it to Amelia Island [Concours d’Elegance] once.”
Regarding the Porsche connection, it appears that the company needed to replace its aging open MAN 635 race car transporters in 1968 or so. They ordered three Mercedes-Benz commercial vehicles, O 317 K bus chassis and engines with the nose and windshield, and sent them to Stuttgart-based outfitter Robert Schenk for conversion into race car transporters. The specifications required that they accommodate two sleek, low “long-tail” Carrera 6 (906) race cars stacked one on top of the other, along with all necessary spare parts, including engines, gearboxes, and body panels.
The result was a 17,636-pound transporter capable of reaching 44 mph on enormous, hip-high Dunlop SP60 truck tires — dualies on the rear axle — with red MercedesBenz stars on the hubs and drum brakes behind. It features
a wide black mesh grille, a prominent Mercedes-Benz star between the running lights, and outboard-mounted headlights. A blue and silver Mercedes-Benz badge is located beneath the tall, gently curved glass with huge wipers. Like a piece of jewelry, it adorns the center of a chrome-framed gray band that encircles the nose, flanks, and tail. Steps are inset in the big black bumper, allowing people to clean that tall windshield.
The driver and front passenger sit on gray cloth seats equipped with shock absorbers underneath, while the spacious linoleum floor cab is three steps up. There’s a padded dashboard featuring a large, polished metal three-pointed star in the center. The driver faces a broad, nearly flat Bakelite steering wheel with the three-pointed star at the center, a 120 kph (Approximately 75 mph) speedometer with a central clock on the right, and the odometer displaying 451,430 kilometers (280,505.59 miles). To the left resides a VDO gauge package providing additional pertinent information, along with Bakelite controls for the windshield wipers and other features.
Below, split by the steering wheel shaft, is a small gas pedal alongside a large brake and clutch. A tall, slender gearshift protrudes from the floor to the driver’s right; reverse is to the left and up, first gear to the left and down, while the remaining gears follow a familiar “H” pattern. To the left of the instrument binnacle, a plate alerts the driver to Buster’s Eberspächer exhaust gas hot water heating system, and there’s an emergency brake on the floor. Behind the seats, a cushioned cloth bench is just large enough for someone to nap on, with a flipdown upper bunk above. “It’s pretty comfortable, and it’s got a little sleeper in the back,” Leatherwood says. “I remember Hurley telling me once that when he saw that in Le Mans in 1977, he said it was quite a sight — two of them backed up, and, of course, Robert Schenk built them real tall so they could carry two low-slung cars. It started off with 910s.”
Schenk’s two transporters were painted in simple yet bold colors — red with dual gray stripes around the nose, tail, and long, tall flanks, with “PORSCHE” writ large on both sides. The famed Porsche Stuttgart crest adorns the nose and tail, and the overall appearance as it rolled into racetrack paddocks worldwide seemed to instill the “fear of God in other teams’ hearts,” Haywood remarks, as posted on the digital info screen in front of the imposing truck. “Inside that truck were some wickedly fast race cars,” he continues — among them the 901, 907, 908, 910, 917 (one in Gulf Racing livery currently parked in front of Buster), and the 956/962s — a powered ramp at the back allows them to unload.
In fact, two low-slung racers can be stacked on ramps, one on top of the other. Within that 230-inch wheelbase, there is also space between the cab and the cars for a large storage area for spare engines, transmissions, and nowadays, a rack of historic fireproof driver’s suits from Flying Bear Racing, Goodyear, Brumos Racing, and others. Decorating the interiors of the wooden side doors are autographs from drivers and Porsche officials like Peter Schutz, Brian Redman, Jackie Ickx, and Hurley Haywood, all marked with the dates they drove or worked for Porsche.
“We started that at Lime Rock, and it was a huge hit. Nobody expected us to bring it,” Leatherwood recalls. “All the big guns were there, and we had everybody sign — that was Bob’s idea, and it’s kind of nice to show it with that door open. It was quite a lot of fun.”
Of the three transporters ordered and built for Porsche, one was apparently scrapped around 40 years ago. The second was operated by Porsche from 1968 to 1983, repainted in Martini Racing livery, then Essex Petroleum, followed by Rothmans, and ultimately Gulf Racing.
Then there’s Buster — SM 2187 — which served Porsche from 1969 to 1983, where it was also repainted in Martini, Rothmans, and Essex colors as well as Porsche’s red and gray. In 1983, SM 2187 was passed to a collector, who restored it to its factory red and gray. That’s when it went to Brumos Porsche in 2003 and continued making more history.
Initially stored in Brumos Racing’s shop behind its dealerships with its historic race cars and others, Leatherwood remembers that it traveled frequently, including to Porsche Rennsport reunions. It was driven onto a lowboy transporter and taken to the Rennsport Reunions, often with a race car on display on its rear ramp.
“We transported it a few times. For the first long trip, we took it to Lime Rock for the first Rennsport, and let me tell you, loading it on a lowboy was not fun,” Leatherwood says. “We had to make some special ramps, but we got it to Lime Rock; it was a big hit!” It was a big hit at Rennsport in 2011 at Laguna Seca, ending up parked on the track for the commemorative poster photo alongside some historic cars, and it also carried the Brumos Collection’s 550 Spyder and a Porsche 910 there and back.
Opposite-top: Of the three transporters ordered and built for Porsche. One resides at the Porsche Museum in Germany, one was apparently scrapped around 40 years ago, and the transporter on the right in this photo is in The Brumos Collection, in Jacksonville, FL; Opposite-bottom: Exclusive view ofthe cockpit; Below: Buster at a Rennsport Reunion at Daytona International Speedway in 2007.
PHOTO: PATTI TANTILLO
PHOTO: THE BRUMOS COLLECTION
Leatherwood recalls that Buster rode tall, its semistreamlined red roof slicing through the wind as it moved. When it rumbled into the paddock, it became a star attraction, from the large three-pointed star badge on its black grill to the tall, high Porsche crested twin rear doors. “It’s pretty cool,” Leatherwood remembered. “People have seen a few in the pictures, and it is kind of cool to see it up close.”
After the dealerships were sold, Brumos began planning to open a museum to showcase the famous race cars adorned with the iconic orange, as well as red, white, and blue livery. In mid-2019, as the Brumos Collection’s building was nearing completion, Buster found a new home—for good. “I drove it into the museum, and it was the first vehicle that went in the collection,” Leatherwood says. “... I kind of wanted to put a door right in front of
Left: Autographs from Peter Schutz and Hurley Haywood, marked with the dates they drove or worked for Porsche; Below: Buster is parked behind a silver Porsche Carrera GT while the Brumos Racing/Copenhagen Porsche 962 raced by A.J. Foyt, Al Unser, and Al Unser Jr. in 1988 is also present.
THURSDAY MARCH 6
FRIDAY MARCH 7
LIVE AUCTIONS
where it is now so we could take it out, and they said, no, it’s there forever.”
But Buster won’t feel lonely, given the company the transporter keeps now. Off its starboard bow is a Gulf Racing Porsche 917K, owned by Jo Siffert and leased to Steve McQueen for use in the 1971 film Le Mans. A silver Porsche Carrera GT sits next to its right front wheel, while the Brumos Racing/Copenhagen Porsche 962 raced by A.J. Foyt, Al Unser, and Al Unser Jr. in 1988, is also present. One of Brumos Racing’s FABCAR Daytona Prototypes is there, along with David Donohue’s Gurney’s Pikes Peak hill climb GT2 Clubsport. Behind the transporter, beneath a wall-mounted photo of a Brumos Porsche being refueled at a race, sits the 1960 Nardi Formula Vee prototype, done when Brundage commissioned Enrico Nardi to create a reasonably-priced race car using parts from a 1958 Beetle.
The Brumos Collection has another very historic Benz on display near Buster — a Benz Patent-Motorwagen, built in 1885 by German engineer Karl Benz and called the first practical modern automobile. This one is a replica, but a very rare one — commissioned by Daimler-Benz in 1986 to commemorate the 100th anniversary of their first automobile.
2006 MERCEDES-BENZ SLR M c LAREN
Iconic Supercar Developed from One of Motor Sports’ Most Significant Collaborations I Without Reserve
1988 MERCEDES-BENZ AMG W124 ‘HAMMER’ SEDAN
Specified with Rare Manual Gearbox
Delivered New to Italian Industrialist Raul Gardini
1960 MERCEDES-BENZ 300 SL ROADSTER
Restoration by Marque Expert Factory-Original Color Combination
Known Ownership History from New
1955 MERCEDES-BENZ 300 SL GULLWING
Multiple Award-Winning Restoration by Hjeltness Restoration Elegantly Presented in Dunkelblau over Gray Interior Accompanied by Factory Books, Tools, and Fitted Luggage
1989 MERCEDES-BENZ AMG C124 ‘HAMMER’ COUPE
Specified with Rare Manual Gearbox
Delivered New to Italian Industrialist Raul Gardini
1967 MERCEDES-BENZ 300 SE CABRIOLET
Show-Quality Restoration by Marque Specialist
1962 MERCEDES-BENZ 190 SL
Concours-Level Restoration by Mercedes-Benz Classic Center Service Booklet with Decades of Entries Noting Mileage Without Reserve
A Very creative creative
Tony Kelly World
By Rubin Howard Photo: Tony Kelly
Tony Kelly’s life journey from Ireland to his ultra-curated, career-focused, designer life inspired by the golden era of Hollywood could be a script nothing short of cinematic. Tony Kelly is a fine art photographer whose work could be defined as bold, sexy, theatrical, and, at times — ironic. Tony Kelly has shot countless editorial shoots for fashion brands such as Louis Vuitton, while his work has appeared in plenty of editorials like Vogue, GQ, and Vanity Fair. Now, we are lucky enough to say that Tony Kelly’s work has appeared in The Star®.
A lifelong photographer, Tony started his career as a teenage photojournalist. From a young age, Tony was drawn to cameras. A passion sparked when his aunt brought one back from the U.S. After dropping out of college, he began working for a national newspaper, covering everything from significant events in Dublin to war in Rwanda in his 20s. Although he excelled in photojournalism, he eventually gravitated toward storytelling through fashion and commercial projects, finding his niche in capturing narratives beyond the clothes. This diverse background informs his unique approach to storytelling. Traditional photographers prioritize subjects, while Tony focuses on building narrative and emotion, bringing depth and context to his fine art photographic pieces.
Left: Tony Kelly and his very nautical Arctic White over Navy Blue 560 SL ; Opposite: An assortment of Tony’s R 107s over the years. His current 560 SLs (above) and his very first R 107 (below).
Tony’s artistic vision is deeply influenced by the golden age of Hollywood and its timeless style. From the Polo Lounge to the elegance of greats such as Frank Sinatra and Jackie Collins, he finds inspiration in a bygone era. Tony Kelly found himself traveling to Los Angeles for a two-week work contract, when he immediately fell in love with two things; the history and glamour that is Hollywood ... and an R 107. Not even two days in the city of angels, Tony had eyed himself an ivory 450 SL sitting outside a retro 50s motel. Instinctively drawn to the car, he purchased the R 107 the next morning and drove it to Las Vegas, marking the beginning of his American chapter. The SL, synonymous with Hollywood glamour, felt like a full-circle moment for Tony, who grew up entertained by TV shows and famous people who drove them. Tony’s earliest memory of the R 107 was of Bobby Ewing who drove an R 107 in the 1978 TV show “Dallas”. His purchase represented a tangible connection to the cinematic world that had long inspired him. “The SL is iconic,” says Tony, reminiscing about his first days in Hollywood with his newfound chariot. It became his preferred ride as he built his career, later adding more Mercedes-Benz vehicles to his collection. “Mercedes has always been my go-to.” The connection between cars and fashion is another recurring theme in Tony’s work. He draws parallels between fashion examples such as the sartorial elegance of Yves Saint Laurent in the 70s and merges it with the timeless design of the SL. Both represent an era of sophistication and style that continues to captivate audiences. “Cars carry an aura with them everywhere they go.” Tony notes. This synergy between automotive and fashion design is a cornerstone of his artistic vision.
“The SL is iconic”
Tony’s collection spans continents. In Europe, he treasures a 2008 G-Class Cabriolet for summers in the Riviera, and alpine winters in St. Moritz. Stateside, his lineup includes a Midnight Blue 1988 560 SL, Seafoam Green 1988 560 SL, a 1996 S 420 W 140 S-Class, a Signal Red 1998 SL 500, a Mineral Green 1999 SL 500, a 2008 black S 320, and a 2008 G 320 Cabriolet. For Tony, these cars are not just vehicles but masterpieces of engineering and design.
“The 560 SL is the ultimate Hollywood car,” he declares. His loyalty to Mercedes-Benz is unwavering, with the SL holding a particularly special place in his heart. “The R 107 SL is like a beautiful woman who is intelligent, not highmaintenance, and rare. She’s a joy to be around every day.”
“Cars carry an aura with them everywhere they go.”
Top: Tony and Johanna’s G 320 Cabriolet doing what it does best; Bottom: 1999 Mineral Green SL 500; Opposite: Johanna’s Signal Red 1998 SL 500 living its best life.
Cars also play a significant role in Tony’s relationship with his wife, Johanna. A fellow Mercedes-Benz enthusiast, Johanna grew up surrounded by classic cars, fueling her passion. When they met in Berlin eight years ago, their shared love for cars became a cornerstone of their connection. Their first weekend getaway took them to Palm Springs, a place where the cars and scenery seamlessly align. Johanna’s German precision complements Tony’s creative vision, making her an integral part of his photography production.
Tony’s photographic work is a testament to his meticulous process and daring creativity. In projects like “Lady Driver” and “Car Pool”, he seamlessly blends storytelling with high production value. For “Car Pool”, Tony even purchased another R 107 SL specifically for the shoot, coordinating an elaborate setup that involved craning the car into a pool — a feat only possible in Hollywood, where “you can make anything happen.” While craning a car over a house in Hollywood may seem like a difficult task, finding someone willing to let you crane a car over their house and into their pool deems itself even more interesting. Post-shoot, he sold the car to a salvage wrecker who happened to have sold him his first R 107. After the photographs were released, the seller/now-buyer said, “You mentioned water damage, not submerged in a swimming pool in Hollywood!”
Johanna’s role in these productions cannot be overstated. With her German efficiency, she ensures the logistical aspects of Tony’s shoots run smoothly. For “Car Pool”, her organizational prowess was instrumental in finding a homeowner willing to allow a car in their pool and coordinating the crane to lift the R 107 over the house. The process was complex, but the result was a visually stunning piece that encapsulates Tony’s flair for the dramatic.
The heart of Tony’s creativity lies in his ability to build worlds within his photographs, hence his Instagram handle and personal brand “TONYKELLYWORLD”. His sets are often as elaborate as film productions. In the piece “Lady Driver”, he captures the nostalgic glamor of Hollywood, transporting viewers to a world where elegance and storytelling reign supreme. His meticulous attention to detail, from selecting the perfect car to finding a location that breathes life into his vision, and models with facial expressions and attitudes that perfectly suit their R 107s is a testament to his dedication.
Funding, producing, and executing his own projects, Tony likens his dedication to that of a professional athlete. “Poor preparation equals ****-poor performance,” he says, emphasizing the high stakes of self-funding shoots. Yet, the rewards are unparalleled: creating lasting works of art that resonate deeply with audiences. Tony’s commitment to his craft is evident in his self-funded projects. Each shoot is a gamble, requiring significant
financial and emotional investment. “You put your money down and hope it pays off.” he explains. His dedication to creating impactful art has earned him a loyal following and cemented his reputation as a visionary photographer. Tony’s passion for cars and photography is intertwined with his personal history. The SL, in particular, symbolizes more than just a car; it’s a touchstone for his journey from Ireland to Hollywood. “Every day, I look at my SL and get butterflies,” he admits. The car’s iconic design and cinematic legacy continue to inspire him, serving as a muse for his artistic endeavors. His work resonates with a wide audience, from high-profile art collectors to casual fans. “It’s equally rewarding when someone on social media says my work made them smile or helped them through a tough time,” Tony shares. One memorable interaction involved a dear friend’s wife, who found solace in Tony’s photographs during a challenging illness. “Knowing my work can provide an escape or bring joy is equally important as selling a piece to a collector,” he says. Today, Kelly’s work bridges art and commerce, attracting collectors and enthusiasts from all walks of life. Whether it’s an art collector acquiring a new piece or a casual admirer complimenting his work on the street, Tony values the impact of his creations. “If I don’t go out and create something that moves people, I’ve missed my calling.” he reflects.
Opposite: Tony’s photographic work is a testament to his meticulous process and daring creativity. In projects like “Lady Driver” and “Car Pool”, he seamlessly blends storytelling with high production value.
“Knowing my work can provide an escape or bring joy is equally important as selling a piece to a collector.”
LADY DRIVER
Tony Kelly’s wife, Johanna
As Tony reflects on his journey, he acknowledges the role of instinct and passion in shaping his career.
“Photography didn’t just happen to me; it was always there.” he says. From his early fascination with cameras to his evolution as a storyteller, Tony’s path has been guided by an unwavering love for his craft. His work celebrates the beauty of life, capturing moments that resonate across time and space.
Tony Kelly’s World is one of creativity, elegance, and storytelling. Through his lens, he invites us to see the world as he does — a place where art, cars, and fashion converge to create something truly extraordinary. His SL serves as a tangible link to that world, holding its own amidst modern supercars at any valet stand. “The R 107 carries an aura of elegance and nostalgia everywhere it goes.”
“The R 107 carries an aura of elegance and nostalgia everywhere it goes.”
W 211/S 211 E-CLASS
2003-2009
The third generation of the bread-and-butter MercedesBenz E-Class, on the W 211 chassis, ushered in a new level of technology and performance in the segment. Its launch shifted the perception of the E-Class from a conservative middle-level luxury car to a modern and dynamic platform with a true sporting presence. The platform proved a major success, selling nearly 1.5 million units globally in a host of roles, from humble diesel taxi and commercial ambulance platforms to 507-hp super wagons.
Design
Work began on replacing the previous generation W 210 E-Class in 1997, and engineering was finalized four years
later, in 2001. Rather than a clean-sheet tear-up, designers focused on evolving and modernizing the predecessor’s exterior lines, remaining familiar to longtime customers while launching the E-Class into the 21st century. The car gained a more athletic stance and streamlined face with angled-back quad-headlights and grill.
Despite retaining some of the previous generation’s chassis design and drivetrains, DaimlerChrysler still invested over $2 billion in the development of the new E-Class. Much of the focus was on engineering the highstrength steel body and crash structure, driving dynamics, interior refinement, and technological innovations.
The final car was unveiled to the world at the 2002 European Motor Show in Brussels. For many Americans, their first encounter with the W 211 was its appearance in the film Men in Black II, in which Will Smith’s character notably drives a 2003 E 500 that ultimately transforms into a spacecraft.
Above: 2006 Mercedes-Benz E 350, Cubanite Silver metallic, ELEGANCE equipment line (left). E 320 CDI Wagon, Carneol Red metallic, Cashmere Beige; Opposite-top: Mercedes-Benz E 500 Columbite Black, AVANTGARDE equipment line including bi-xenon headlamps with dynamic range control and headlamp wiper system. Intelligent Light System (ILS), Sports package (optional extras) with 18-inch 10-twin-spoke light-alloy wheels; Opposite-bottom: ELEGANCE equipment line, 11-spoke lightalloy wheels; Left: 2007 E 300 BlueTEC, Calcite White, V6 diesel engine OM 642 DE 30 LA engine with oxidation catalytic converter, particulate filter and NOx storage catalytic converter, until 2009; Right: E 350 CGI Wagon, Iridium Silver metallic, V6 petrol engine M 272 DE 35, with direct petrol injection for the first time in the E-Class, also used in the subsequent W 212. (European variants.)
Series production commenced in early 2002 at the Sindelfingen plant, with 4MATIC models still being produced by Magna Steyr in Graz, Austria. Although larger in every exterior dimension, the new E 320’s curb weight is approximately the same as that of the outgoing model. A new aluminum rear subframe, utilizing a steel unibody and doors with an aluminum hood, front fenders, and trunk lid, also contributed to weight reduction.
Primary Models
At the North American launch there were just two models to select from. The entry-level E 320 retained the 3.2 liter SOHC 18-valve gasoline V6, delivering 221 hp and 232 lb-ft, internally known as the M112 and considered by many to be one of Mercedes-Benz most reliable modern engines. For those demanding a bit more, the E 500 added standard equipment and two additional cylinders in the M113 5.0 L V8 version of the same drivetrain, good for a spirited 302 hp and 339 lb-ft. Both models utilized a 5-speed automatic in rear-wheel-drive, or starting in 2004 with optional 4MATIC all-wheel-drive configuration. For the 2006 model year, the E 320 V6 was replaced with a new M272 3.5 L DOHC V6 (power increased to 268 hp and 258 ft-lb). The following year the E 500 received a V8 version of this engine, the M273 5.5 L (382 hp, 391 ft-lb). Model names were updated to E 350 and E 550 to reflect these new drivetrains. For non-4MATIC models a more efficient 7-speed automatic transmission was also introduced.
The Beast
Mercedes-Benz performance tuning arm AMG knew they had to follow up their acclaimed yet under-the-radar W
210 E 55 and make a true statement of purpose to the other German automakers. AMG took the predecessor’s 5.4 L V8, already outputting a healthy 349 hp and 391 lb-ft, then added a massive supercharger (Kompressor in German) on top. The new W 211-based E 55 AMG debuted in 2003, pumping out a staggering 469 hp and 516 lb-ft driven exclusively through the rear wheels and enough to make this E 55 the fastest sedan on the planet upon its release. MBUSA even ran a dedicated marketing campaign featuring memorable print and television ads of “The Beast” under the hood. To bring this monster to a stop, larger perforated brake discs were fitted with massive eight-piston front calipers behind staggered-width 18” twin-spoke wheels. AIRMATIC Dual Control semi-active suspension was standard.
For the 2007 model year the E 55 was replaced by the E 63 featuring AMG’s new fully in-house developed M156 naturally aspirated 6.2 L V8, good for 507 hp and 465 lb-ft driven through a 7-speed AMG SPEEDSHIFT automatic transmission, an enhanced 7-speed automatic that quickens shifting by up to 50% (Per: https://www. auto-brochures.com/makes/Mercedes_Benz/E-Class/ Mercedes%20Benz_US%20E-Class_2007.pdf.) The optional P30 Performance Package further pushed limits of the chassis, raising the speed limiter to 186 mph (from 155 mph) and incorporating an AMG limited-slip rear differential with wider two-piece 18” wheels and Alcantara trimmed steering wheel. Also available as an option on E 63 with P30 package was genuine carbon fiber interior trim.
Diesels
The first diesel-powered W 211 sold in the U.S. was introduced in 2005 as the E 320 CDI, utilizing the OM648 turbocharged 3.2 L straight-six (201 hp, 369 lb-ft) mated to the trusty 5-speed automatic transmission in rear-wheeldrive configuration only. CDI referred to the engine’s high-pressure ‘common rail diesel injection’ system which helped to reduce typical diesel clatter and return a fuel-sipping 27/37 mpg rating. Performance was also impressive, showing off a 6.6 second 0-60 time besting that of the gasoline E 320 (7.1 sec) and only 0.7 seconds shy of the E 500 (5.9 sec).
In 2007 the E 320 BlueTEC replaced the CDI’s straight-six with a new OM642 turbocharged 3.0 L V6 returning near identical performance and economy figures. A still impressive 208 hp, 400 lb-ft and advertised 700 miles per tank of fuel range. To meet 50-state emissions requirements, the 2008 E 320 BlueTEC integrated a urea injection system, requiring the occasional filling of AdBlue fluid.
More Boxes to Check
A fresh set of options were made available for the first time on the E-Class including a Distronic adaptive cruise control system, AIRMATIC semi-active air suspension (standard on V8 models), KEYLESS GO proximity key with start/stop button on the gear selector, Drive Dynamic front seats that inflate side bolsters to keep occupants in place during cornering, heated steering wheel, and a full glass panoramic roof along with an additional solar panel option which powered a small electric fan to lower interior temperature on hot sunny days.
Facelift
All W 211 models received major updates for the 2007 model year. The most evident changes are to the front and rear fascia and lighting designs, rearview mirror housings, wheel options, steering wheel/airbag design, and other minor refinements. Underneath, the Sensotronic Brake Control (SBC) was removed due to negative customer feedback, replaced by more conventional hydraulic braking. A suite of safety features dubbed PRE-SAFE became standard across all E-Class models as well as improvements to the interior SRS systems.
S 211 Wagon
As with preceding E-Class generations, a station wagon variant was produced. Longroof lovers would have to wait a year after launch of the sedan before the S 211’ would reach North American shores. When it did arrive in 2004 it was offered here with V8 power for the very first time in the form of the E 500 wagon with 4MATIC standard, in addition to the base E 320 and E 320 4MATIC wagon models. The endearing third-row seat option increased passenger capacity to seven. A handful of AMG wagons were imported including the 2005-2006 E 55 wagon and 2007-2009 E 63 wagon. Final production ended alongside the sedan after the 2009 model year.
Checkpoints
• A professional pre-purchase inspection (PPI) is recommended before buying any E-Class model.
• Check for potential model-year and powertrain-specific issues, such as the balance shaft on the early M272 V6, head bolts on the AMG M156, etc.
• For a short period Mercedes-Benz specified transmissions as ‘sealed for life’, then later reverted to regular service schedule. Ensure ATF and filter have been changed at proper intervals.
• SBC pump failure on 03-06 models is a potential safety issue, Mercedes-Benz extended the warranty coverage to 25 years for all components of this system.
• Optional panoramic roof can make noise and/or fail if not frequently maintained.
Reasons to buy
• Great value for money in today’s used car market.
• Reputation for solid build quality and materials.
• Considered to be a beautiful design that is aging gracefully.
• Advanced safety and occupant protection received top ratings at the time.
• Many of the available powertrains have proven reliable and straightforward to maintain.
• Diesel options return impressive fuel efficiency and range.
• AMG models with legendary performance and handbuilt engines.
Reasons not to buy
• Higher maintenance than earlier E-Class generations.
• Complex and aging electronic systems throughout the vehicle.
• Early model years developed a negative reputation for frequent recalls and repairs.
• Optional AIRMATIC suspension is costly to repair.
• Depreciated values and high parts/labor costs can make neglected examples not worth saving.
The W 211 today
Above: 2003 Mercedes-Benz E 500, with the V8 M113 E 50 engine, with 306 hp. Shown in Teallite Blue metallic, and AVANTGARDE equipment line, with 5 louvers in the radiator grille. (European variants.)
In hindsight the W 211 sits at a compelling impasse between the old-world simplicity of 1990s MercedesBenz and the technology-focused experiences associated with the brand today. If you appreciate a more analog driving experience without sacrificing modern comfort, safety, or performance then there are a wide range of models, powertrains, and options to suit. Facelift models are generally considered to have most of the bugs worked out, which reinforces the wisdom of buying the newest, most well-kept example you can find, then enjoying it.
ENGINE REBUILDING
Imagine you just bought a 1971 280 SE sedan at an online auction. When you receive the car, it seems to run okay, but soon, you notice that the oil pressure never quite pegs the gauge. The engine smokes a bit of blue smoke and makes a lot of top-end noise. It also uses a quart of oil every 250 miles. The receipts indicate an engine rebuild in the last year, but it seems that the car’s issues might be related to an engine issue.
An oil analysis reveals the worst news- the engine is rapidly shedding bearing material. Time to take it apart again.
Rule number one about engine rebuilds is that there is no quick, cheap, durable method for rebuilding any Mercedes-Benz engine. Any engine designed for high mileage, high rpm, and (relatively) high power output will be expensive, time-consuming, and difficult to rebuild.
When is an Engine Rebuild Necessary?
When we receive a car at my shop with engine questions, our first step is to remove the lower oil pan (if possible) and send an oil sample for analysis. We also examine other metrics, including oil pressure, oil consumption, compression, and a camera inspection of the cylinders. Based on these metrics, we can typically determine whether an engine rebuild is needed.
Let’s look at what information we are trying to get from each metric.
1. Removing the lower oil pan: This is possible on most Mercedes, but a number of models have a one-piece aluminum oil pan, making them impossible to remove without great difficulty. Once we remove the pan, we start looking for metal debris, timing chain guide material, and anything else that’s not oil. If metal is found, it must be determined where it came from. A shiny piece of chrome shell is likely indicative of a worn/bad rocker arm. A thin piece of alloy is a bottom end bearing material. A piece of brown plastic is typically from a chain guide that is breaking up.
2. Analyzing the oil: Oil analysis tells us whether or not the engine is destroying itself from the inside. This is a test I have come to rely on more and more, especially with engines whose oil pan can’t be removed easily. On engines like an OM603.97 turbo diesel, this test can identify an engine failure before it happens.
3. The test looks for certain metals, such as lead, copper, iron, and aluminum, all of which should be present in small quantities in normal oil. The above average numbers of these metals indicate certain types of wear. Copper and lead, for example, indicate a failing bottom end. Aluminum can as well, or it can indicate a piston that is wearing out. Iron can indicate a damaged cylinder liner.
Besides metals, we look for coolant traces and high levels of unburned fuel. Coolant in the oil can indicate a significant issue with a cylinder head or water supply channel in the engine, such as an internally leaking oil cooler on an M129 engine.
4. Oil pressure: While not always the case, worn engines may have extremely low oil pressure. Some engines, such as the M103, run with very low oil pressure at idle. Others, such as the M100, can be slow to build oil pressure due to their enormous size. On the other hand, engines like the OM617 turbo should have great oil pressure and should not drop below 1.2 bar at hot idle. Any healthy MercedesBenz engine should peg its oil pressure gauge by 2,000 rpm, although Mercedes was more lax with this number.
5. Compression: Compression tests are notorious for being inaccurate due to many reasons. We had a car with an M130 engine come into our shop with a reported engine failure because the shop tried to do a compression test with a weak battery. While the cylinder head was damaged, the bottom end was ok, and with a healthy battery, compression numbers were fine.
The rule with compression tests is simple: consistency, repetitive results and proper test conditions must be observed. Each engine must be tested consistently, with the same rotating speed per cylinder, the same compression gauge and about the same number of revolutions per cylinder.
If an abnormality is discovered, results must be observed several times. Failure to repeat a result can’t be brushed off as a coincidence. Numbers from each test must be recorded and not approximated, especially if an issue is detected.
Test conditions must be realistic as well. Valve clearances may need to be set, especially on older diesels , batteries may need to be charged, and equipment may need to be calibrated.
A compression test can condemn an engine but should not be the sole piece of evidence. Compression issues can be caused by stuck rings or carbon on valve seats, to name a few. If the engine has been sitting for a long time, several hundred miles of driving may improve it. However, an engine with a dead miss and poor compression that has fuel, spark, and good valves is probably damaged or worn.
A cylinder leak down test should be in order for any engine with weak compression as well.
6. The final rule regarding compression is that if the engine runs well and does not miss, even a lower compression reading on one cylinder is not a cause for concern.
Visual Inspection
A visual inspection of cylinder liner walls with an industrial endoscope- which is a much cheaper tool than it sounds- is a good way to confirm the root cause of low compression or a cylinder misfire. A healthy cylinder liner should display a mirror-like appearance. A damaged cylinder liner has score marks or pits. Score marks originate due to overheating, low oil, foreign particles entering through the air or oil. Pitting is due to the presence of water in a cylinder, usually due to a leaking head gasket, cracked head or water in the fuel or air. The only way to resolve this is by machining or replacing the cylinder liners.
What To Do When Your Engine Needs to be Rebuilt?
The absolute first step is to find a machinist familiar with Mercedes-Benz engines who can rebuild your engine. A popular choice is Metric Motors in Canoga Park, CA, but with some heavy searching, other great options are available, such as RENNtech or MKB Motorenbau. A good machinist should be experienced and familiar with Merced-Benz engines and the technical service literature, especially the technical data manual. Failure to follow Mercedes-Benz engine guidelines will result in a botched engine rebuild; we have seen plenty of these. This is an area where ignorance is only rewarded with wasted time and money.
Second, removing the engine from the car is a critical step. Nowadays, the person removing and prepping the engine for repairs is usually different from the person who is performing the rebuild. At this time, you must decide whether or not you are going to plate the hardware on your engine. We typically do this in two stages. The first stage involves removing the peripheral ferrous parts; think injection lines, brackets, fittings, and accelerator linkage parts. We then clean and organize these items so they can be plated. A second round of hardware, typically removed when the engine is disassembled, can also be prepped and plated when the engine is reassembled.
Last, with the engine out, it is time to repair any items such as carburetors or injection pumps, damaged engine compartment wiring, and any rust in the engine compartment.
Above: A good engine rebuild looks almost as good as the day it came out of the factory
Above: It is a good idea to plate engine parts when your engine is disassembled so that it retains its factory appearance. These parts are specifically from an OM617 turbodiesel engine.
The Rebuilding Process
When the engine arrives at the machine shop, it must be carefully disassembled so that critical measurements can be taken, include the following:
1. Cylinder head: Is the head too thin? Has it been removed and cut before? Are the valve guides loose? Are oversized guides needed? Are any guides worn?
2. Cylinder block: How much wear is present in the cylinder liners? Has the block been removed and bored before? If the block is aluminum, does it need head bolt threads?
3. Crankshaft: Is the crankshaft scored? Has it been repaired before? Are the main bearing caps damaged from spun bearings?
4. Connecting rods: Are the rods bent? Did they get too hot? Are the rod caps damaged? All rods should be measured, weighed and even resized if needed.
5. Pistons: Are the pistons or the piston ring lands worn out? Are the pistons damaged from overheating or oil starvation?
6. Camshaft and cam bearings: Is the camshaft scored? Are the cam bearings also damaged? Are the rocker arms scored?
7. Timing gears: Are the timing gears worn? If there was a chain failure, did any of the gears become compromised?
8. Oil pump: Did the oil pump suck up metal shavings or other contaminants? Is the pump scored? Is an oil pump upgrade available?
Once these questions are addressed, the following parts (besides gaskets) are typically replaced during a comprehensive rebuild:
1. Pistons and, if equipped, cylinder liners: Pistons wear out on high mileage engines (think OM616 or 617) or high rpm engines (M127, 180, 129, 130), as well as the cylinder liner or on the gas engines, the cylinder bore. If you don’t replace these, the rebuilt engine will usually burn oil and suffer uneven compression. If the pistons are ok, the rings should be replaced.
2. Valve and valve guides: These have a tendency to wear out. Better guides are available for many gas engines, as the original brass guides were soft and the preferred material now is a silicon-bronze compound, which lasts longer. Valves should be replaced if they exhibit wear close to or beyond the limit specified in the technical data manual. Failure to replace valves and guides will usually result in worn or loose valve guides, or even a burned valve, which lead to a misfire.
3. Crankshaft and connecting rod bearings: Most of the time these are needed, especially on diesel or high rpm engines. Failure to replace these and to polish the crankshaft could result in a connecting rod failure, broken crankshaft or a broken block.
4. Timing chain, guides and gears: So that the engine runs as it was designed to, the camshaft timing must be perfect and the risk of failure mitigated.
5. Oil pump: if needed, the oil pump must be replaced so that good oil pressure is available for all those new, expensive parts. While these are occasionally good, on older, high rpm engines it is highly beneficial to replace the oil pump.
6. Cylinder head: I included this because if the cylinder head is cut too thin, it may have to be replaced. While some heads can be cut beyond minimum thickness and the camshaft shimmed to achieve appropriate valve clearance, a badly machined head should only be reused if deck welded and carefully remachined. Otherwise, a replacement head should be procured.
7. Other items that should be replaced include the water pump, oil pump driveshaft bushing and rocker arms. Spark plugs, glow plugs, the thermostat and filters should be changed as well.
After rebuilding … Once the engine is back from the machine shop, all repairs and replacement parts should be documented.
Once the engine is installed, it should be run in carefully. After the first heat cycle, the head bolt torque must be checked, and after cool down, the valve clearances must be checked.
Fuel mixtures must be set accurately, so the engine does not run too lean. A lean mixture can cause hot spots on the pistons, which can cause piston failure and low compression.
Oil should be changed between 50 and 100 miles after a rebuild, and then at 500 and 1,000 miles. Valve clearances should be checked again with the engine cold at 1,000 miles. For the first thousand miles, the engine should be used carefully and engine speed should be kept below 3,000 rpm. After this, increasing engine speed and throttle load should is advised.
Ideally, one should maintain and repair their car so this isn’t needed. Mercedes-Benz engines will last a lifetime with good care and careful use, which means this is entirely avoidable.
Opposite-top: In the center of the head, you can see the valve guides sticking up. They should always be replaced, especially in gasoline engines as they are frequently worn; Opposite-bottom: These photos show a scored crankshaft and damaged main bearings. In this case, the crankshaft is actually okay. While it needs to be polished, it is perfectly reusable; Above: This is what a long block should look like when it’s finished. In this case, an M130.983 from a 280 SL.
R 107 SL 1971-1989
Perhaps the quintessential Mercedes-Benz SL, The R 107 chassis is an engineering marvel that has forever engrained itself into the DNA of open-top MercedesBenz. Things built to last take time to build, as is the case with the R 107. As you read on, you will find that time and the R 107 have a lot in common. A lot of time was spent designing the R 107 SL. On June 18, 1968 — the design direction of the upcoming SL chassis was decided, although early on conceptualizing and engineering far superseded that. The R 107 SL debut as the 350 SL in the Spring of 1971; Time well spent as the result was a timeless open-top roadster that would please the world for decades to come. The R 107 was produced for a long time, from 1971-1989 to be exact. Upon its debut, the R 107 proved to be ahead of its time in nearly every regard. The R 107 was so well built, safe, and heavy that MercedesBenz internally referred to it as “the Panzerwagen”. It was about 800 pounds heavier, the R 107 body shell was built much stronger than its predecessor, using all-steel panels.
Structurally, the R 107 featured box-shaped longitudinal members and crossmembers of various strengths, which resulted in a defined crumple zone. The A-Pillar served a dual purpose: as part of the windscreen structure
and as a component of the roll cage. The windshield and hardtop rear window were also glued into the frame to enhance rigidity. The removable hardtop could withstand a significant amount of weight. The door panels were reinforced and capable of resisting side impacts. Additionally, the door handles were designed to always be operable, even in the event of a collision. The fuel tank was relocated over the rear axle of the vehicle, providing protection in the event of a rear-end collision. For the first time, the headlamps and tail lamps wrapped around the side of the body. The taillights were also ribbed to selfclean and improve visibility in poor driving conditions.
Side moldings and A-pillars served as rain channels, helping to keep the windows clean. Safety and ergonomics extend beyond the exterior, as the interior boasts numerous safety innovations. All R 107s included a telescopic collapsible steering column and a foampadded safety steering wheel, which later evolved to include airbags. Standard three-point seatbelts with an inertia reel ensured that the seatbelt could comfortably accommodate drivers of all heights and sizes. Throughout the interior, surfaces are well-padded. Later models benefited from a driver’s knee bolster. Disc brakes were standard on the R 107. Safety features evolved alongside the R 107, with the SRS airbag becoming available beginning in model year 1982 and standardizing in 1986. Antilock brakes could be found in post-1980 model year cars.
Timeline:
Over its 18-year production run, a wide array of engine options were available for the R 107. The first U.S. spec 1972 model year was named the 350 SL, equipped with the M117 4.5 L V8 engine. U.S. spec engines had lower compression due to emissions regulations. The 350 SL was offered for only one year, as the vehicle was renamed the 450 SL to reflect its displacement for the 1973 model year. Starting in 1974, several changes were made to the R 107 series to comply with U.S. regulations. The notorious U.S. Spec bumpers made their debut, replacing the streamlined body-fitting bumpers found on earlier models. From 1976 onward, the 450 SL was equipped with the Bosch K-Jetronic fuel injection system, which supplanted the Bosch D-Jetronic system utilized in earlier models. All 450 SLs were paired with a threespeed automatic transmission. The final production year was 1980. Throughout the production of the 450 SL, the climate control system underwent two updates. SL models produced until 1978 featured a manual climate control system, while models from 1978 to 1980 came with a problematic servo-based automatic climate system. Early models produced around 220 hp, but the introduction of updated catalytic systems and lower compression beginning in 1974 reduced the power output to just 160 horsepower. The 1980 450 SL accelerated to 60 miles per hour in 11.7 seconds, whereas the original 350 SL reached 60 mph one second faster. The final drive ratio on cars built after 1974 was altered from 3.07:1 to 2.65:1 to enhance fuel economy and highway drivability. Despite the decrease in power, fuel economy improved to 12.5 mpg in the city, with highway mpg standing at 16.
The year 1981 saw the introduction of the MercedesBenz 380 SL, featuring a 3.8 L V8 engine derived from the M117, with a focus on fuel economy. While some power loss was unavoidable, it wasn’t significant. The new 380 SL generated 155 hp, a slight decrease compared to the outgoing model’s 160 hp. This minimal reduction in power was nearly imperceptible, thanks to the newly paired four-speed automatic transmission, which enhanced off-the-line acceleration while lowering engine rpm on the highway for better fuel efficiency. Fuel economy improved to 17.5 mpg. A notable flaw with the 380 SL is its single-row timing chain, found in model years 1981-1983. This timing chain is notorious for its tendency to snap, although most models were repaired under warranty by Mercedes-Benz. The issue was resolved by equipping the vehicles with a double-row timing chain. 1984-1985 380 SL models came with double-row timing chains from the factory, enabling these engines to last reliably for hundreds of thousands of miles. Additional updates for the 380 SL included an improved automatic climate control system, a redesigned lower front air dam, an aluminum hood, a smaller safety steering wheel, revised headrests, and an optional (and rare) ABS system.
The 560 SL is widely regarded as the best and most desirable model of the U.S. Spec R 107 series. Introduced in 1986, the 560 SL offered the largest engine in the R 107 lineup: a 5.5 L M117 paired with a four-speed automatic transmission. There’s no replacement for displacement, and the 560 SL exemplifies this principle. The increase in power was enthusiastically received, delivering 227 hp compared to the 155 hp of its predecessor. This allowed the 560 SL to accelerate to 60 mph in just 7.7 seconds, a very improvement. However, the 560 SL offered more than just increased power. It came with ABS as standard, enhancing braking performance, and a limited-slip rear differential for better power delivery. Speaking of delivery, the 560 SL incorporated W 126 S-Class front suspension and an upgraded rear suspension, which reduced “rear squatting” upon acceleration. A driver’s side airbag was standard across all models. Additional enhancements included 15” redesigned “manhole cover” alloy wheels, replacing the predecessor’s 14” “Bundt” wheels, a redesigned air-dam which noticeably improved aesthetics, redesigned doors with more flush door handles, new leather-upholstered seats with thicker side bolsters, updated sun visors featuring a mirror/lighting system, and a government-mandated third brake light.
Opposite: Mercedes-Benz SL-Roadster (R 107) and 500 SLC (C 107); Left: Mercedes-Benz Coupe SLC, SL Roadster aus den Jahren 1971-1985
1986-1987 560 SLs had a more prominent third brake light positioned in the center of the trunk lid, while the 1988-1989 models featured a more subtle third brake light located at the edge of the trunk lid. The 560 SL stands out as a remarkable car, combining modern performance and technology with a timeless design. When it was new, some considered the 560 SL’s design dated; however, to a Mercedes-Benz enthusiast, it was seen as a well-seasoned cruiser.
European models/grey market
Several other models were offered overseas that were not available in the United States. These models included the 6-cylinder 280 SL (offered 1974 to 1985), the 300 SL (offered 1985-1989), the 350 SL (featuring an M116 3.5 L V8, offered 1971-1980), the 420 SL (offered 1986-1989), and the 500 SL (produced 1980 to 1989). Many U.S. buyers turned to grey-market importers to purchase models from overseas. This was mainly due to the fact that Euro Spec cars were consistently more powerful and offered more options. This buyer’s guide focuses on U.S. Spec models.
C107/SLC platform
The C 107 was introduced as a fixed-roof coupe version of the R 107 chassis. While the R 107 project was under development in the 1960s, there were concerns that open-top cars might be banned in the United States due to tightening safety regulations. Mercedes-Benz took a risk and continued developing the R 107. A proposal was made to depart from a coupe based on the S-Class sedan and derive the new coupes from a lengthened R 107 chassis. Although the proposal was initially denied, advocates argued that producing a coupe would increase production volume and lower costs. In October 1971, the 350 SLC was launched. Measuring 14 inches longer than the roadster variant, the fixed coupe offered room for four passengers. The coupe features a pillarless side profile with opening rear windows and includes a charming C-pillar window louver known as a “Venetian blind.” Other models offered included the 280 SLC, 350 SLC, 380 SLC, 450 SLC, 450 SLC 5.0, and 500 SLC. Aside from the 450 SLC 5.0, most variants were built alongside the R 107 specifications and timeline.
Reasons to buy an R 107
• A road fortress comprised of timeless styling, modern safety features, unparalleled build quality, and stellar reliability.
• R 107s are available at all price points. 500 SL and 560 SL models tend to be more valuable.
• Guaranteed to hold their value.
• Parts are readily available, as is technical know-how.
Reasons
not to buy an R 107
• Expensive to sort out poor examples.
• Fuel economy was never great, regardless of model.
• They do not like to sit parked. A garage queen may require a fuel-system overhaul.
• Rust is the enemy.
Checkpoints
• Rust is common on the inside and bottom of the front fenders, rocker panel, jack points, inside the tonneau cover, inside the spare tire well, below the floors.
• The suspension has a lot of rubber bushings that often are old and require replacement.
• Play in the steering wheel is common, steering boxes can present themselves as an issue. This combination severely distracts from the R 107s excellent handling.
• Electronic fuel injection and fuel pump issues are common, both caused by a lack of exercise.
• Oil leaks: The head gasket leaks towards the rear of the engine, as does the upper oil pan, The rear main seal, and the transmission-pump seal, which will overflow if the car has sat for too long.
• Automatic-climate control systems can be finnicky, expensive to repair.
• Inspect for double row timing chain on 380 SL models 1981-1983.
• Timing chain, timing chain tensioners, timing chain guides are an issue of attention.
• Regardless, replace chain tensioner and guides every 10 years/100,000 miles.
• Over time, the soft top can leak from several spots. The rear soft top window can also shrink, fade, or turn yellow.
Above: The versatility of the R 107 shows its strength. Hard top, soft top, or topless?;
Right: Mercedes-Benz 350 SL (R 107); Opposite-top: Interior of some R 107 variants; Opposite-bottom: 560 SL.
HIGH PERFORMANCE DRIVER EDUCATION (HPDE) TECH INSPECTION
A technical inspection of your car is required before participating in High Performance Driver Education (HPDE). I’m writing this article to provide a quick overview and lower your stress level about the inspection. Different organizations have varying tech inspection requirements, but all require a tech inspection. When you sign up for the event, download the tech form and plan to complete the inspection well in advance of the event. We (MBCA) allow you to perform your own technical inspection if you possess the necessary skills and confidence. Some organizations permit instructors to inspect their own vehicles while requiring non-instructors to have a shop conduct the inspection. It’s important to understand the rules of the organization hosting the event.
The tech form is a checklist, and each applicable item should be checked. I will review some high points that can often be issues on Mercedes-Benz vehicles. To do this inspection, you must be able to see the bottom of the vehicle, so a lift is very handy. Before I got a lift, I used to raise the car on four jack stands.
You want to ensure there is no play in the front suspension; play is unacceptable because it indicates that a component of the suspension has excessive wear. Most of the time, the play I find is in the wheel bearings and can be adjusted out. Occasionally, I have found bad tie rods and had to scramble to replace them before going to the track. It’s important not to confuse steering play
with the actual motion of the steering wheel; craning your head for a view of the steering wheel can help you see whether it’s moving while checking for play.
Carefully examine the suspension bushings for any cracks or signs of deterioration. Depending on the vehicle’s age, pay close attention to the suspension mounting points for rust or cracking. Also, check for leaks. You should expect no leakage of coolant or fuel; while some seepage of other fluids may be acceptable, any leakage that drips is unacceptable. Inspect the flex discs for cracks and replace them if any are found. At the rear end, check for leaks and pay special attention to the boots on the Constant Velocity (CV) joints. Cracked boots may be difficult to see but usually leave a line of grease that spreads outward, making them easy to spot. Cracked or damaged CV boots must be replaced, as they will eventually lead to CV joint failure, and you don’t want that to happen on the track. Additionally, inspect the exhaust system for leaks and check the adequacy of the rubber hangers.
Once out from under the car, we’ll want to focus on the brakes. Inspect the brake hoses for cracks and remove any dust shields — these are the dust shields on the outside of the rotors, located between the rotors and the wheels, often found on R 107s and sometimes on R 129s. They can obstruct the airflow needed to cool the brakes. Change the brake fluid, as it absorbs water, which lowers its boiling point. Mercedes-Benz generally recommends changing the brake fluid every two years, but that’s not frequent enough for racetrack use. We require the brake fluid to be changed within six months prior to the event, and even that may not be often enough for some drivers/ cars. Mercedes specifies DOT4 brake fluid, which is the minimum specification fluid to use. Some drivers/cars may need racing brake fluid.
Inspect the brake hoses, brake rotors, and check the thickness of the brake pads. Cross-drilled rotors are prone to cracking; while some cracking is normal, long cracks, cracks that connect between holes, or cracks that extend to the outer edge are not acceptable. When unsure, replace the rotors. Over time, brake hoses can develop cracks, and any that are cracked must be replaced. Brake pads should be thick enough to last for the day or the weekend (for a two-day event). Pad wear varies based on material and driving style; when in doubt, replace the pads. This is also a good time to ensure that the brake lights are functioning properly.
Inspect the engine compartment for leaks. Your sense of smell can be crucial here as well; you should not detect the scent of gasoline; if you do, there’s a gas leak somewhere. Examine the belt or belts for signs of wear, and especially on the AMG V8s, pay attention to the motor mounts, focusing on the left side. Revving the engine in drive while firmly applying the brakes will cause the left side of the motor to lift if the motor mount is faulty; you don’t want to head to the track with a bad motor mount! Check that the battery is secure; batteries are heavy, and cornering forces can cause them to shift if they are not tightly fastened.
The tires need to have enough rubber on them to last through the event. Some tracks are harder on tires than others, and driving style also impacts tire wear. These events typically run rain or shine; in the rain, the tread is your friend; in the dry, not so much. You’ll certainly put a bit of wear on the tires. Lug bolt torque should be checked since the wheels will typically have been removed to bleed the brakes — you don’t want them to come off on the road or on the track!
As you can see, there are many reasons not to leave this inspection until the last minute, and most of these items are things you’ll want to address for street driving as well. Certainly, driving on the track will reveal any weaknesses in the car, but from my experience, once any issues have been addressed, the cars tend to perform very well on the track. The items checked during this inspection also make sense to review before a long trip, and I believe the frequent inspections a track car undergoes enhance its reliability for daily use.
Lastly, ensure you bring the completed tech inspection form to the event! A brief inspection will be conducted at the event, which includes collecting the tech form, verifying that the helmet meets requirements (currently SA2015 or newer), checking that you have the correct numbers on your car, and confirming that loose items have been removed. Without a tech form, you won’t be permitted to participate in the event.
Opposite-left: Flex disc showing small cracks; Opposite-right: Cut CV boot. Not a Mercedes-Benz; Top-left: This rotor has excessive cracking; cracks connect the holes plus some are quite long. Not a Mercedes-Benz rotor; Bottom: This is a failed motor mount. The tipoff is the staining; it’s a fluid filled mount and the fluid has leaked out; Top-right: This tire does not pass inspection.
LOOKING BACK AT 2024
It’s officially 2025 and a fresh year for The Star’s Market Watch and while this is meant to focus on the sales since our last report, I think it’s fitting we set a baseline and look back over the notable sales of 2024 that helped shape the market. Amongst the notable sales were a $12M Mercedes from the last turn of the century, a collection listed and sold for $1.2M including the infamous “Green Machine”, and a number of rare and collectible MercedesBenz pointing the way towards the next generation of collectibles.
Nearly a year ago, at The Amelia 2024, a number of notable Mercedes-Benz were presented for auction. While that shouldn’t come as a surprise, one specific car stood out. It’s 1 of 5 known to exist, once set a hill climb record, and was sold out of 121 years of singlefamily ownership. Presented by Gooding & Company, the 1903 Mercedes-Simplex 60 HP ‘Roi des Belges’ sold for a massive $12M. While it may not look like much by today’s standards, it boasts an impressive history and is one of the rarest Mercedes-Benz imaginable. Moreover, this proves that pre-war collectors need not worry about the market shifting away from their prized collectibles anytime soon. Aspiring enthusiasts shouldn’t count on any deals either.
the 1960’s J.C. Taylor has been America’s
and
vehicles. Contact us today and protect your piece of automotive history.
If we’re trying to keep this chronological, the “AMG Rediscovered” auction from Bonhams focused on a number of pre-merger AMG parts and cars from Barry Taylor’s personal collection including an S 123 powered by an AMG-tuned 5.2L M117 , an AMG-tuned widebody 190 E, and the ever-famous “Green Machine”, a 1976 Mercedes-Benz 450 SLC powered by a 6.9 L that sold for $345k. The cats out of the bag on the pre-merger cars but this sale gave us two very important indicators; 1) As many rare MB cars and collections that have been uncovered, there’s dozens more tucked away in garages, barns, and warehouses waiting to see the light of day. 2) 70s and 80s AMG cars are still on the rise, don’t expect them to be deals anytime soon.
Speaking of collections, this report wouldn’t be complete without mentioning RM Sotheby’s The Junkyard Rudi Klein Collection sale. Composed of 207 lots and dozens of cars, the top two spots were taken by Mercedes-Benz. The first, a 1956 Mercedes-Benz 300 SL ‘Alloy’ Gullwing sold for $9.3M (unrestored!) and was one of 29 original alloy Gullwings and the only one produced in Black (DB40) over Red (1079). While it was repainted at some point, the car reportedly hadn’t left the Klein junkyard in almost 50 years. Behind the 300 SLR, this unrestored 300 SL may be the most valuable Gullwing sale recorded.
The second Mercedes-Benz from the RM Sotheby’s The Junkyard Rudi Klein Collection sale is a beautiful 1935 Mercedes-Benz 500 K ‘Caracciola’ Special Coupe by Sindelfingen that sold for $4.13M. This one-off example was acquired by Klein in 1980 and remained under wraps through 2024 only to be debuted again for the sale. It presented as wonderfully preserved and touts a history few fiction writers could dream up. This is another of those cars further proving that pre-war Mercedes-Benz are here to stay.
One of the world’s most recognized lifestyle concours,
6-9 March 2025
The cars in the spotlight for this report are some of the most interesting, special, and rare Mercedes-Benz to exist. That means the brick-and-mortar auction houses get the spotlight, but the online sales were stable as ever, and while I stand by my remark that the market is normalizing, Mercedes-Benz enthusiasts are still on the hunt daily. Beyond that, the modern classics under the marque are becoming mainstream-cool again. The MB Market saw another successful year of growth as the only Mercedes-Benz-specific auction site listing more cars and parts year over year. Bring a Trailer consecutively sees Mercedes-Benz as one of their largest percentages, and Cars and Bids always has something noteworthy to see. Altogether, we’re excited to see what 2025 has in store for the market. Cars made in the year 2000 are finally eligible for import, The Amelia is around the corner, and I happen to know of a few important sees Mercedes-Benz headed for the auction block later this year. I wish you all a Happy New Year and look forward to continuing The Star Market Watch.
One of the world’s most recognized lifestyle concours,
Amelia Island, FL
6-9
Scan to buy tickets ameliaconcours.com
The Amelia features Saturday’s Cars & Community packed with automotive activities for all ages and Sunday’s Concours d’Elegance where hundreds of world-class vehicles vie for awards. And that’s just the beginning. Don’t miss all the auctions, seminars, free Ride & Drives, and so much more.
The Amelia features Saturday’s Cars & Community packed with automotive activities for all ages and Sunday’s Concours d’Elegance where hundreds of world-class vehicles vie for awards. And that’s just the beginning. Don’t miss all the auctions, seminars, free Ride & Drives, and so much more.
One of the world’s most recognized lifestyle concours,
Hagerty Drivers Club ® members save 20% on general admission tickets. Sign up today at hagerty.com/drivers-club
The Amelia features Saturday’s Cars & Community packed with automotive activities for all ages and Sunday’s Concours d’Elegance where hundreds of world-class vehicles vie for awards. And that’s just the beginning. Don’t miss all the auctions, seminars, free Ride & Drives, and so much more.
Hagerty Drivers Club ® members save 20% on general admission tickets. Sign up today at hagerty.com/drivers-club
Hagerty Drivers Club ® members save 20% on general admission tickets. Sign up today at hagerty.com/drivers-club
Scan to buy tickets ameliaconcours.com
HISTORY REPEATS ITSELF — EUROPEAN S 123 JOURNEY
In October 1963, Eugene Beard, along with his wife Joyce and young daughter Diane, traveled to Germany to pick up their brand new 220 Sb Fintail from the Mercedes-Benz factory in Sindelfingen. They toured throughout Germany, Austria, France, Italy and more before shipping that Horizon Blue beauty home with 5,000 miles on it. Their son, Dan, was born after that journey but was inspired to go on a similar adventure 60 years later, after a few grand road trips with Blue Nelson crisscrossing western Europe and his epic Mercedes-Benz W 123 Death Valley Wagon Tour.
Through mutual friends, Dan had learned about a lovely Agave Green 1982 Mercedes-Benz 200 T wagon in pristine condition. He and his wife Chris bought it sight unseen, spurred by the passionate following this series enjoys. The owner lived near Marburg, Germany and was an exceptional steward of the extremely wellpreserved wagon. A mutual friend, Werner, who Dan and Blue visited on another recent trip, agreed to store the wagon until they returned to pick it up in May 2024. More importantly, Werner facilitated the cumbersome process of getting the car registered in Germany and legal to drive in the EU which, if you have never gone through this process, is quite a feat and virtually impossible without knowing both the German language and the country’s famed bureaucracy.
They met the seller, Helger, over a bowl of Spaghettieis a German ice cream dish made to resemble a plate of spaghetti, made from vanilla ice cream, whipped cream and fresh strawberry sauce. Dan and Chris learned how rare it is to find a German W 123 without the wear, tear and rust which is typical for cars of this vintage due to the notorious wintertime snow, ice and ubiquitous salted roadways! Mercedes-Benz W 123s were produced between 1975-1986, with only 200,000 wagons coming off the production lines. As an affordable, reliable and practical vehicle, it has gained a rabid cult following. Dan bought an exceptional unrestored specimen that touts a rare five-speed manual transmission, unusual color, a sunroof, accessory roof boxes, and retaining all the interior items that tend to degrade over the years — all without a spot of rust to be seen thanks to diligent care and meticulous maintenance by the previous owners.
Turning the key and maneuvering the graceful shifter through the gears was not an unfamiliar experience, but the quality feel of this robust transmission and motor made the beauty of Europe an enhanced experience. The pneumatic suspension was recently serviced and in perfect order, creating a comfortable drive on the spectacular road systems of western Europe. Dan’s first exposure was a few months earlier, in the Death Valley Wagon Tour, behind the wheel of a W 123 wagon provided by none other than Blue Nelson himself.
After registration and licensing, the couple drove down the “Romantic Road” in Bavaria through a multitude of charming villages, including Wurzburg, Rothenburg ob der Tauber, eating schnitzel and drinking German beer at every stop along the way. Their Itinerary took them south to Füssen, which sits at the base of Neuschwanstein Castle. Füssen provided a lovely early morning backdrop for an impromptu photo shoot amongst the cobblestone streets and historic buildings. With Füssen as their home base, the couple traveled back and forth across the Austrian Alps for hikes amongst stunning gorges, alpine waterfalls and towering peaks.
But what would an epic adventure in a vintage car be without a breakdown? At the base of the Zugspitze, Germany’s highest peak, the wagon (affectionately named Otto by its previous owner) suddenly lost power. Dan diagnosed the problem as a failed throttle linkage, a part which was unavailable at the local dealership in Garmisch.
But Werner came to the rescue once again, by contacting his network of Mercedes-Benz aficionados to source a vintage part and ship it overnight to the Mercedes-Benz dealership AutoHaus-Hornung, where the fix was both quick and inexpensive.
After that unexpected speed bump, the couple said a sad “Auf Wiedersehen” (Goodbye) to lovely Füssen and headed west toward the shipping port, with a brief stop in the Roman-era city of Trier, which had just suffered heavy rainfall and riverfront flooding. Then, on to beautiful Antwerp, Netherlands (Yay, more beer!)
One surprise they faced in Antwerp was that the city of
one of many in western Europe which have instituted an LEZ (Low-Emission Zone) which restricts the oldest cars from the city center. If your car does not have a Belgian or Dutch license plate, you will first need to register your car. Vehicles that donot meet the conditions for admission to LEZ (largely based on model year), require the purchase of a LEZ Day Pass, currently €35 (about $39) each day, in addition to the price of parking within the city core. The price was worth it for Dan and Chris to keep the car nearby and in a secure garage.
They arranged for shipment with a company in California, that walked them through the entire process and set them up with a shipping facility in Rotterdam, that handles vehicle transfers to and from the U.S. to Europe. Thankfully the process was completely smooth and professional. They arrived at the facility, presented their ownership documents and shipping contract, handed off the keys and bid a temporary farewell to “Otto.” The wagon was carefully crated and loaded into a shipping container with two other vehicles heading to California. Thanks to the internet and Vesselfinder.com they were able to follow the progress of the ship carrying their W 123 across the Atlantic, from Newfoundland down along the Eastern seaboard, with a stop in Cartagena, Columbia, then through the Panama Canal and finally the Port of Long Beach, CA. The car was uncrated and transferred via enclosed carrier to their home in Portland Oregon, arriving approximately two months after they dropped it off in Rotterdam. Now they get to enjoy driving their German souvenir on the roads in the Pacific Northwest and remembering their adventures in Europe. Oh, remember that 1964 Finnie? Dan has been showing the car for the past 20 years at various Concours events having won awards including Best Preserved and Best in Class, and recently drove to Medford, Oregon for the Gathering at the Oaks Concours. The couple drove the 1,500 miles to Monterey in 2022 to auto week to enter the car in Legends of the Autobahn. Dan grew up with this car, having come home from the hospital after he was born, learning to drive in it and attending various activities with the Portland Chapter of MBCA, which his father, Mitch joined in the mid-1970s. Growing up with a vintage Mercedes-Benz created a lifelong love of the marque and he continues his membership in the Portland chapter to this day. Chris and Dan are looking forward to making fine memories in the W 123 wagon as well.
from the factory; Middle : Otto doing some german exploration.
Opposite top: Agave Green - a fantastic look on this 200 T wagon with extremely rare roof boxes; Opposite bottom : Dan’s mother and sister picking their brand new 220 S Fintail
ONE-OF-ONE FILM STARS HEADLINE MECUM KISSIMMEE ‘25!
Mecum Kissimmee 2025 showcased an incredible lineup of over 4,500 classic and collector vehicles auctioned live in an action-packed, fast-paced format from January 7-19 at the Osceola Heritage Park in Kissimmee, Florida. Since its inception in 1999, The World’s Largest Collector Car Auction®, Mecum Kissimmee, has expanded to attract consignors, bidders, and enthusiastic spectators from all 50 states and multiple countries around the world.
Now, 26 years later, the event experienced its largest turnout to date. Mecum Kissimmee 2025 was streamed live on MotorTrendTV and Max, featuring 38 hours of live coverage across six of the 13 auction days.
Headlining the auction are two stars of the big screen: Steve McQueen’s 1969 Porsche 917K (Lot S237) from the film “Le Mans,” which he purchased new (did not sell for $25M), and Austin Powers’ very own 1967 Jaguar E-Type Series I Roadster (Lot S258), known as the “Shaguar.”
The E-Type was the only one created and used in the filming of all three Austin Powers movies, making this swaggy vehicle another certifiable one-of-a-kind car (sold for $880,000).
Above: Steve McQueen’s 1969 Porsche 917K, Lot S237, from the film Le Mans, did not sell for $25M; Opposite-top: 1955 300 SL Gullwing, Lot S179, the only known example delivered in Mittelgrun Green, did not sell for $1.9M; Opposite-bottom: 1959 300 SL Roadster, Lot F143, in Anthracite, one of 200 produced in 1959, did not sell for $1.2M; Opposite-right: 1963 Shelby 289 Cobra Roadster, Lot F214, did not sell for 850K.
There were four Mercedes-Benz 300 SLs from the 1950s available. The two Gullwings included a 1955 Gullwing, Lot S179, the only known example delivered in Mittelgrun Green with Gray leather, which did not sell for $1.9M, and a 1957 model, Lot S93, Silver Gray over red, one of 70 produced in 1957, which sold for $1,485,000. The two Roadsters consisted of a black over black 1957 Roadster, Lot S234, which did not sell for $1,350,000, and a 1959 Roadster, one of 200 produced in 1959, Anthracite over black, Lot F143, which also did not sell, at $1.2M. One of the more interesting Mercedes-Benz vehicles rarely seen in the United States was a 2001 G 320 Cabriolet, Lot S132, finished in Obsidian Black Metallic and EPA/DOT compliant for all 50 states, which did not sell for $210,000.
There are always many great Mercedes-Benz purchases to be found at a Mecum event. Some that sold at Mecum Kissimmee included a 1966 230 SL Convertible, Lot W292, in Red over Black/Red, with a four-speed manual, which sold for $46,200, and a 2005 G 500 featuring a G 63 body kit, which sold for just $26,500. A stunning 2010 E 550 Launch Edition Coupe in Olivine Green over Natural Beige, Lot U86, went for just $8,250, while a sharp 2011 ML 350 in Silver over Black 4MATIC, Lot D98, sold
for just $8,525. A garage-kept, beautifully maintained original paint 1992 500 SL, Lot M68, in red over black, with slightly over 55,000 miles, sold for a mere $8,250, as did a 2002 SLK 32 AMG, Lot T87.1, which boasted a clean CarFax, in Brilliant Silver over Black and Gray, with just over 57,000 miles, selling for $22,000 Vehicles with a reserve that did not sell at the auction block are available for negotiation through the Bid Goes On service. This service collaborates with car owners to assess whether lowering the reserve price is worthwhile, potentially saving the costs of return transportation, avoiding additional fees at another auction, or keeping a garage space open for their next purchase. As long as you’re a currently registered bidder with Mecum, you can place additional bids for up to 21 days after the auction closes to try to seal the deal and make your dream car a reality.
Charitable missions play a significant role in the Mecum Kissimmee auction, and Sunbelt Rentals contributed a Chip Foose-customized 2023 Camaro featuring a unique Chip Foose-designed exterior graphic, with all proceeds from the sale going to benefit the Gary Sinise Foundation. The Foundation aims to honor our nation’s defenders, veterans, first responders, their families, and those in need by creating and supporting innovative programs that entertain, educate, inspire, strengthen, and build communities.
Over 40 private car collections, totaling more than 2,000 lots, crossed the block in Kissimmee. The cars ranged from timeless classics to modern muscle cars. In addition to the thousands of cars and motorcycles featured, over 1,000 pieces of Road Art® and automobilia were auctioned off during the event well. For the latest news, daily auction results, and announcements, make sure to create your profile at Mecum.com. There, you can favorite the vehicles you want to track or bid on in upcoming auctions. Mecum’s website is updated daily with the newest consignments and features detailed descriptions and photographs of the vehicles offered, along with a comprehensive auction and event schedule.
1962 300 SE CABRIOLET. $176,000 OBO. 46,000 on speedo; 4-speed on floor; 4.5 diff; AC; great original condition. 617.594.7904 (Boston, MA)
1967 250 SL. $176,000. 60,585 actual miles. 5-speed. Two owners. Black/Cognac/matching soft top. Tuned 2.5 with MFI, no emissions, tall 4.08 differential ratio. Recent extensive service. Inquire for more photos and extra details. 415.609.2467 mserpe@yahoo.com (NJ)
1967 250 SE CABRIOLET. Project car. $25,000. Solid rust-free California car. Complete car with all parts. Engine rebuilt. Engine and transmission with all parts boxed up. Francis Abate. 240.401.4624.
1968 300 SEL 6.3. Euro Spec. Parts car. $5,000 OBO. Frame/floor rusted through in places. Engine, drivetrain, suspension are all there. Serial no. 250. Owned for 25 years. 240.401.4624 franciseabate@gmail.com (Steamboat Springs, CO)
1968 280 SL PAGODA. 56,350 miles. Concours quality. Restored in 2025. Silver/Red. 4-Speed manual. Runs like new. Owned 47 years. Hilton Head Concours SL class winner in 2022. Hard top included but unrestored. 215-805-0188. Jdsgolfer@gmail.com (Hilton Head Island, SC)
1970 280 SE SEDAN. 2.8 L 4-speed auto. 30,000 miles. All original. $20,000. I have owned the car for nearly 40 years. Moss green with tan MB-Tex interior still retaining new car smell. Visor and door panel plastic shipping covers and optional Coco Mats, working Becker, original spare, jack, and tools, all manuals in OE sleeves. 25-year MBCA Member. 937.266.7675
1972 250 C. $14,000. 29,838 miles (TMU). Nice driver quality car. Owned for many years by MB Master Tech. Runs and drives very well. Older budget repaint in its original Light Ivory, green textured vinyl top and Cognac (I believe) MB-Tex interior. Working cold AC. Brad Hescock. 972.679.9279 brad@thehescocks.com (Memphis, TN)
1973 450 SL. $10,500. 195,000 miles. Drives good. In the family for 40 years. Needs new paint. 252.475.7359 Terry@southcoastnc.com
1976 450 SL. $16,000. Icon Gold/Palomino. Owned for 18 years. Front end/ rear end rebuilt. Transmission rebuilt. Flywheel + rear engine seal replaced. AC 134a conversion. Interior soundproofed. Top is good. vitof@bellsouth.net (Sunset Beach, NC)
1979 450 SL. $17,500. 91,000 miles. Nardi steering wheel. Tires only 1,000 miles. 2 owners. Need conversion van for wheelchair, only reason for sale. 505.688.2789
1980 280 TE. $18,900. Euro Spec. 129,000 miles. Imported to Southern U.S. in late 80s. Classic White/Palomino cloth. Completely mechanically sorted, excellent condition, cargo cover. Rare, heated seats. tcstraker@gmail.com (MI)
1980 280 CE. $2,500. 185,000 miles. Wimbledon White with blue interior. For restoration. Raymond. 914.217.2870 (Rochester, NY)
1984 380 SL. Euro Spec. $18,500. 72,865 miles. 205 HP Black with gray leather. Stamps in maintenance book, all original paint, automatic, 134a Air-condition, nice dash no cracks, nice wood, all original nice leather seats. European 380 SLs have all double row timing chain and 205 HP. Fast! Europeanc@aol.com (Roswell, GA)
1984 500 SEC. $27,850. 43,300 documented miles. Kevin Quirk. Cell: 973.222.9063 Voice or text: 973.347.4200. kevin@p3rents.com (Hackettstown, NJ)
1985 500 SL. Euro Spec. 66,000 miles. Three owners. Immaculate inside and out. All electrical, heat/air, etc. work perfectly. Comprehensive maintenance history. Contact for more high-res photos, maintenance records. Inquire for price. Steve Poteet. mspoteet@epbfi.com (TN)
1986 560 SL. $29,500. 78,000 miles. Black Pearl/Gray. Two previous southern owners (TN/SC). Original interior, Becker radio, tools, books, First aid kit. Extensive service history. Everything works. No rust. 30+ year MBCA member. 717.406.8015
larryt543@yahoo.com (NY)
1986 560 SL. $29,500. 74,000 miles. Desert Red/Palomino Leather. Very rare color. Original paint & interior. Tools, books, First aid kit, dark brown soft top. Lots of recent service. Everything works. No rust. 30+ year MBCA member. 717.406.8015
larryt543@yahoo.com (Naples, FL)
1986 560 SL. $32,500. 87,000 miles. Signal Red/Palomino. Euro headlights. Chrome factory wheels. 252.475.7359 Terry@southcoastnc.com
1987 560 SL. $32,500. 89,000 miles. Desert Taupe/Chocolate Brown leather. Impeccably maintained. Professionally reupholstered seats. Includes original manuals, safety kit, and emergency repair kit. Clean CARFAX. Excellent service history. Wendell. 336.209.2736 wendellgundlach@gmail.com (Greensboro, NC)
1987 300 D TURBO DIESEL. $12,500. 243,200 miles. Complete restoration in 2012-2013. Two owners. Current owner since July 1988. Complete restoration and maintenance records. Runs strong, everything works. More pictures available. jkrice@fioptics.com (Cincinnati, OH)
1987 560 SL $15,000. 123,455 miles. Very well maintained. Lots of documented work done. Recently replaced fuel pumps, filter, accumulator, and new rubber fuel lines. New A/C comporessor. Converted to 134a. (Lititz, PA)
1988 560 SL. $27,500. 10,7388 miles. New paint. New top. New tires. Extensive engine and suspension work completed. shartracker@sbcglobal.net (TX)
1989 560 SL. $32,000. 73,049 miles. Maroon/Grey. All original paperwork, etc. Excellent condition. All original, always garaged, and all service records available. 30+ year member. California/Florida car. Robin Wetmore. 916.425.2343 robnanddck1979@live.com (FL)
1989 560 SL. $25,000. 93,327 miles. Original paint, always garage parked and no rust. Arctic White (147) over Blue (272) interior. Car is completely original and well maintained. New tires, wind deflector installed behind seats, cabin cover for storage or parking. Matching hardtop with storage rack and cover. Everything works. Navy soft top has little to no wear, tears, or defects. Both original floor mats and Coco Mats included. Stephen Gross. 925.550.0531 stoli1331@gmail.com
FOUR BEAUTIFUL R 107s. For sale as a lot, as-is (parts cars). Towing and shipping charges not included. Make offer. 808.250.9002 alohajwood@gmail.com (Hawaii)
1989 300 CE. $12,000. 159,000 miles. California car. Red/Tan with chrome wheels. Recent service. info@heritagegruppe.com (Azusa, CA)
1991 500 SL. $25,000. 130,000 miles. Black/Black. Two owners. I have owned this vehicle for 26 years. Always garage kept. torbro.sal@gmail.com
1996 SL 320. $11,000. 131,444 miles. Soft top hydraulic roof cylinders 2020. Hard top has new headliner, with storage rack and cover. Soft top in great condition, but back plastic window has pulled from stitches where it folds on the sides. New transmission in 2018. My dad bought it from original owner. Many photos available to view. Tim Kealy. tkealy@att.net (Co. Springs, CO)
1998 SL 500. $26,500. 27,100. Silver. Garage Kept 26 years. No accidents. Excellent condition. Michael Sangillo. 862.223.0079 (NJ)
1998 SL 500. $8,000 OBO. 83,000 Miles. Top cylinders and motor replaced, but still experiencing issues. Hard top and hard top stand. Cold AC and runs great. I have owned the car for over 2 years and really have enjoyed it. 229.821.0334 bbrand@princeauto.com (Sylvester, GA)
2000 CLK 430 CABRIOLET. $12,500. 54,000 miles. Recent service, new tires, new top. designo Espresso Edition. Dark Brown exterior/Fawn leather interior. 404.557.3006 thegregwbrown@gmail.com
2002 E 320 4MATIC. $2,000. 266,608 miles. Runs and drives, will not pass state inspection. Multi-contour seats, xenon headlights, navigation. Includes driver side mirror, vacuum pump, passenger side window regulator parts. 603.630.1526 bdoucette126@gmail.com (NH)
2004 E 320 WAGON. $6,500. 161,000 miles. White/Gray. Second owner. Well maintained by MB. Third row seats. Coco Mats. Very nice. Steve Weiss. 707.486.4903 weisslandsurveying@gmail.com (CA)
2004 S 500 4MATIC. $6,500. 173,000 miles. Runs great, suspension has been completely rebuilt, new Michelin tires, new MB brakes and rotors, new spark plugs. This car was always dealer or certified MB repair shop maintained. 908-307-0001 (Dallas, TX)
2004 SL 600 RENNTECH. $38,750 OBO. 29,342 miles. Twin-Turbo 5.5 L V12. RENNtech R1 Performance Package. Pano roof. Heated/ventilated seats. Front and rear radar detectors. Keyless Go. Parktronic. Dual zone climate. Black/Charcoal. Wade. 615.969.7261 nature9233boy@gmail.com (TN)
2007 CLS 63 AMG. $13,500. 97,500 miles. Arctic white/black. Highway miles. Never wrecked or damaged. Fully serviced (headbolts and sunroof). 19” MB wheels and new Pirelli tires. Inspections invited. John Carson. 405-417-4146 wb5q2k@gmail.com (TX)
2011 E 350 4MATIC. 85,887 miles. Second owner. Garage kept. Factory nav, heated seats. New tires. 769.232.5157 Josheco89@gmail.com
2011 E 350 4MATIC. 85,887 miles. Second owner. Garage kept. Factory nav, heated seats. New tires. 769.232.5157 Josheco89@gmail.com
2012 E 350 WAGON. $20,000. 79,000 miles. Second owner, no accidents, service history since new. Premium and Luxury packages, Bluetooth, voice control, navigation, Lane Keep Assist. moserb@bc.edu (MA)
2012 E 350 CABRIOLET. 78,300 miles. Full dealer service records, garage kept, looks brand new, Iridium Silver, black top, Ash/Dark grey leather, Burl Walnut wood trim. Has all options. Tom. 773.848.3434
2012 SLS AMG ROADSTER. $149,900. 22,650 miles. Iridium Silver/red & black interior/black top. Fully loaded. Second owner. Mint condition. 402.510.4186. jlkyw38@icloud.com (Elkhorn, NE)
2016 AMG GT S. $69,000 OBO. 21,800 miles. Iridium Silver/Red interior. Dealer-only service. PPF front and under doors. No dents. Good tires. Two keys. Fresh service. deanalee@zoominternet.net (Slippery Rock, PA)
2017 SL 550. $50,000. 23,310 miles. Black/Porcelain. Car is perfect. I don’t drive it much, and a child is on the way. Looking for G 550. 610.306.9365 dmaclean26@gmail.com (Stamford, CT)
2020 S 560. $65,950, Pristine. 25,000 miles. Rare Black Ruby, designo Saddle Interior, one owner, meticulous maintenance, Carfax, most every option incl. rear chauffeur pkg, entertainment pkg, two TVs, wireless headsets, and much more. 770.773.9115 classicinvestmentltd.com
2020 S 560 COUPE. $80,000. 16,350 miles. Obsidian Black/designo Crystal Grey Exclusive Nappa leather. Driver assistance, Warmth/Comfort package, AMG Exterior package, Dynamic LED headlights, Surround View. Mint. CPO Warranty until May 2025. J. Schneider. 847.687.4262 pearsch@sbcglobal.net (Chicago)
1959-1971 UNKNOWN YEAR M 127
II. Unknown mileage. Carl Norton. More pictures available. 270.705.5455. Carl.norton1990@gmail.com (Paducah, KY)
LITERATURE/BOOKS/MISC. Sales literature from 1970 to 2022. Most all models. Send me an email for a complete list with special pricing for MBCA members, before I list on eBay. I joined the club in 1967 and have tons of catalogs and books to place in good hands. Bill Burkhardt. 913.648.1835. (Landline; no text.) wburkhardt@kc.rr.com (KS)
RIAL WHEELS/ALMOST NEW MICHELIN X-ICE WINTER TIRES. for W 205 C Class (2015-2021). $800. New spare wheel in box included. Will include a set of front WeatherTech floor mats. Wheels are 17x7 with the offset of 48.5 mm, just like stock C 300 wheels. These wheels fit W 205 C Class, without the Sport Package. Please note that they will not work on the Sport Package with larger front brakes. Contact me for additional photos. 802.825.4825 mxl556c@outlook.com (VT)
EURO SPEC W 116 ORIGINAL VDO KPH SPEEDOMETER (reads up to 260 kph).
Fully functional with no issues, in perfect condition. Ready to be installed in any year W 116. This speedometer was original installed in my 1978 6.9. $165.00 delivered. 405.417.4146, call or text. wb5q2k@gmail.com
THREE AC PUSH BUTTON CONTROLS FOR SALE. $60 each. P/N 126 830 02 85. Chassis W 126 for years 1981-1985. Works for 380 SEL, 380 SEC, 300 SD, 380 SL, etc. All buttons and wheel dials have perfect graphics and worked when removed. Contact John. 909.320.0115
GENUINE R 129, W 124, W 126, W 201 PLASTIC WHEEL COVERS/HUBCAPS. Set of four. 16 inch. PN: 1294010124. Excellent condition, 9.5/10. $150. Please pick up in Kennebunk, Maine or add $50 for shipping. They do not fit alloy wheels. Brian D. Cohen. 207.747.8128 bridgepress7@gmail.com
W 210 E-CLASS NAVY LEATHER PASSENGER SEAT. Very good condition. Removed from a 300 D. Would love to find a home for this seat.
WANTED 1967-1975 Mercedes
250 C or 280 C with small bumpers. Looking for the finest original, most fully optioned model available. Thank you. Longtime MBCA member Greg Hubit. (415) 517-0572 / ghubitbwx@aol.com.
WANTED S 123 WAGON. Diesel preferred. Not looking for a perfect car. Patina welcome. No color preference. Sven. 780.691.5565 parklandmbclassics@gmail.com
WANTED 350 SL/350 SLC/450 SL.
The perfect car would be a 1972/73 or 1978 to 1980 in excellent condition with full service history, original paint, under 70k miles. Color preference is anything but white or black. Silver considered, but my favorite is English Red or any of the greens. rjmma413@aol.com
WANTED 350 SL/350 SLC/450 SL. Patina welcomed. Not picky on colors, but love unique colors such as greens or blues. Interested in 107 diesel conversion, both started and finished. Contact me if you are thinking of rehoming yours. parklandmbclassics@ gmail.com or 780-691-5565
WANTED Private party seeks a 250 C or 280 C in fine condition. Must be small-bumper model, preferably with SR, floor automatic, and leather seating. Greg Hubit (415) 517-0573. ghubitbwx@aol.com.
Powerful Spark & Perfect Timing!
Primary members of U.S. Mercedes-Benz Club of America are eligible to exclusive rebates on the lease or purchase of select Mercedes-Benz vehicles. To learn more visit: mbca.org/mbusa-incentives
All MBCA members are eligible to participate in the Member Rebate Program as long as they have been members of MBCA for more than 30 days. To obtain your Rebate Control Number, please email: Info@mbca.org with the information:
ATLANTIC CANADA Contact National VP
MINUTEMAN
Dean Coclin
781.789.8686 mbca.minuteman@ gmail.com
NORTHERN NEW ENGLAND STAR
William Raymond w-mraymond@comcast.net
HUDSON-MOHAWK
James R. Wright
518.439.3178 hudsonmohawkmbca @gmail.com
NIAGARA
Michael D’Ambrosio
716.390.9816 mpjda3@gmail.com
FINGER LAKES Contact National VP
OTTAWA
Thomas Lang 613.596.5460 tlang1@sympatico.ca
MONTREAL
David Peebles 514.941.5320 unimog@securenet.net
TORONTO
Peter Spitzer
905.599.5770 mbca@spitzerinc.com
SOUTHERN STARS
Gary Keener 904.635.9888 gary.keener @mbcasouthernstars.com
CENTRAL FLORIDA
Robert Hartmann 407.913.6134 (h) hartmann.r@att.net
SOUTH FLORIDA Contact National VP
ROAD STAR
Barry Paraizo 561.310.8957 ferrbp@bellsouth.net
SOUTHWEST FLORIDA
Christopher Pakietur 239.287.1368 cpakietur@gmail.com
TAMPA BAY
Greg Watson gwatson511@verizon.net
CONNECTICUT/ WESTCHESTER
Winthrop E. Baum 203.858.6300 win@winbaum.com
NORTHERN NEW JERSEY
Greg Thorne get0455@yahoo.com
SOUTH JERSEY
Ernest Schirmer 609.895.1611 eschirmer@ieee.org
NEW YORK CITY & LONG ISLAND
Oliver Seligman 917.763.0178 (c) 212.510.8293 (h) mogs05@aol.com
KEYSTONE
Marty Rexroth 717.764.0624 marstang@aol.com
NORTHEASTERN PENNSYLVANIA
Roger Egoff RAE4@psu.edu
DELAWARE VALLEY Contact National VP
BLUEGRASS STARS J. Anne Gilliland mbca2023jag@yahoo.com
NASHVILLE Randy Bibb 615.259.1349 rbibb@lewisthomason.com
SMOKY MOUNTAIN Contact Regional Director
MEMPHIS Michael McHann mike@eccotek.com
CINCINNATI Contact National VP
INDIANA CROSSROADS
Roger Brummett 317.721.2784 roger@metroelevator.com
ST. LOUIS GATEWAY
Rick Siefert 314.435.1903 rick.siefert@att.net
MISSISSIPPI
Mike Marsh 601.946.1950 mike@marshmarketing.ms
GREATER WASHINGTON Rugger Smith 703.861.0402 prsmith3@msn.com
CENTRAL VIRGINIA
Todd Lusby tlusby@gmail.com
VIRGINIA
Peter Spring 757. 274.7423 prspring@me.com
TRIANGLE Christopher Smith cdsmith74@gmail.com
TARHEEL
Barry Huff bdh@triad.rr.com
CAROLINAS
John Hemeline mbcacarolinas.president2022@gmail.com
