The Star 2025.3

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Dear The Star® readers,  I want to thank all of you for the overwhelming number of compliments, positive feedback, and heartfelt reception of our last issue — it has truly left a lasting impression on me. I’m also pleased to say that our shift from glossy to matte print stock was worth taking the leap. The response has been enthusiastic, and the tactile experience now reflects the premium nature of The Star more than ever before.

Since the last issue, a few exciting milestones have occurred. I had the opportunity to attend MODA Miami, where I saw an incredible array of Mercedes-Benz models on display. It was a joy to connect with fellow enthusiasts and personally distribute copies of The Star® — a proud moment.

I am especially honored to highlight that, for the first time ever, the cover of The Star® features original artwork! CGI artist George Tyebcho and I connected about a year ago through our mutual admiration for Mercedes-Benz. Our conversations sparked the idea of commissioning a unique visual tribute — a digital masterpiece gifted to the Mercedes-Benz Club of America. This piece celebrates the vast array of Mercedes-Benz designs while focusing on one of the most iconic elements in the brand’s history: gullwing doors.

In this 2025.3 issue, you’ll discover an impressive range of features, from the Maybach Resurrection to a powerful Silver Arrow retrospective, and even a 1,600-mile journey through Norway in a Mercedes-AMG EV. We’ve also incorporated some Mercedes-Benz psychology, comprehensive W 140 and R 170 Buyer’s Guides, and a very thorough exploration of mechanical fuel injection systems for our technically inclined readers.

The full spectrum of what Mercedes-Benz represents — in heritage, innovation, design, and emotion — is prominently showcased in this issue of The Star®. I hope you enjoy every page.

STUTTGART to TUSCANY

Join the Mercedes Club of America and Fast Lane Travel on a trip of a lifetime!

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S Saturday, Oct. 11 – Friday, Oct. 24, 2025 PER PERSON

Experience the Cannstatter Volksfest in Stuttgart, visit the Mercedes Museum, Mercedes Classic and the AMG factory. Then drive a Mercedes-Benz through Germany, Switzerland and Italy. Spend one incredible week in Tuscany, soaking up in the rich history, stunning landscapes and world-renowned flavors in a private Tuscan estate. Drive through the Italian countryside, participate in a hands-on cooking class, indulge in wine tastings and marvel at cultural masterpieces.

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Dear The Star® readers, Welcome to the latest issue of The Star®! In this 2025.3 issue, we present an outstanding, exclusive feature by Alfredo Stola illustrating how Bruno Sacco infused Italian style into the revival of Maybach. Thank you, Alfredo! Be sure to check out the 1,600-mile road trip

through Norway in a stunning Mercedes-AMG SUV, accompanied by some fantastic photos!

We included Buyer’s Guides for the 1996-2004 R 170 SLK-Class roadster and the 1991-1998 W 140 S-Class, the last #RAD S-Class. Did you know that the R 170’s wheelbase matches the 94.5-inch wheelbase of both the 190 SL and 300 SL from the 1950s? In 1997, the R 170 SLK made it onto Car and Driver’s Ten Best list and received the North American Car of the Year award!

We covered Classic Motorsport Magazine’s Amelia Island Kickoff.

MBCA was a Featured Club for the second consecutive year in 2025, and we have also been named a Featured Car Club for March 6, 2026! Sign up for the newsletter at AmeliaKickoff.com and register your Mercedes-Benz when registration opens later this year. Each Mercedes-Benz tells a story, and we thank you for sharing your journeys with us!

STAFF

KATIE CARRUTH

Publisher

RUBIN HOWARD Editor editor@mbca.org

LISA PRINGLE Designer

MADIE HOMAN Art Director

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.

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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.

Copyright © 2025 by Mercedes-Benz Club of America, Inc. Reproduction without permission is prohibited. The Star® is a registered trademark

of the Mercedes-Benz Club of America, Inc. All rights reserved.

POSTER AND MEMBERS:

Please send address changes to the Business, Editorial, Accounting, and Circulation Offices: Mercedes-Benz Club of America 3472 Research Parkway Suite104 PMB 464 Colorado 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®.

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LETTERS

I joined the International Chapter of the MBCA in 2021. The year marked the Club’s 65th anniversary and the 50th anniversary of the R107 SL series — my favorite Mercedes-Benz. From the very beginning, it was clear to me that my participation in MBCA activities would be limited and consist of a long-distance relationship nature, as I live in Geneva, Switzerland. This virtual kind of membership did not worry me too much, as, thanks to the electronic media, one can easily connect with like-minded people worldwide. Obviously, it was a pity that a direct human touch would be missed, however, I was hoping to be able to compensate for it in Europe with members of the local Mercedes-Benz clubs.

The last five years proved my assumptions correct. The Club’s website, e-mails and video chats all enabled me to stay in touch with the MBCA. Then, of course, there is the Club’s excellent magazine — The STAR — keeping me well-informed about club activities.

Shortly after joining the club, I was able to contribute to The STAR. My article about the German celebrations for the 50th anniversary of the R 107 SL series was published at the start of 2022. Following that, some letters to the editors came in, and another article about R 107 memorabilia was published in 2024. I truly appreciate the opportunity to share my experiences and enjoyment of our shared hobby in this way.

Meanwhile, the benefits of global web connectivity were favoring me nicely. In 2022, I was able to make a small donation to the Inaugural MBCA Medallion Rally supporting the Alzheimer’s Association in line with their “Do Good to End ALZ” slogan. This event was very close to my heart due to my father’s struggle with Alzheimer’s. While I couldn’t drive in the rally myself, thanks to Roger Brummett, my car has carried the Medallion since then, further promoting this wonderful initiative.

In 2023, I was awarded the MBCA Silver Star Preservation Certification for the originality and maintenance of my 560 SL — all achieved remotely — by sharing extensive data, detailed photos, and videos with the judges. Here, I want to extend a big thanks to Gary Edwards for his patience, understanding, and

support, as well as to my daughter for her patience and exceptional contribution as assistant film director and camera operator. Later, after attending a highly professional and enriching Virtual Class for prospective Concours d’Elegance MBCA judges (congrats and thanks to Gary once again), I had the privilege and pleasure of receiving yet another MBCA certificate.

Because my 560 SL hails from California, I feel truly at home in the MBCA. Even though it has a “long-distance” aspect, my MBCA membership is very fulfilling. However, my story wouldn’t be complete without mentioning the activities of the European MercedesBenz Clubs. Throughout the years, some events have stood out as memorable highlights.

The very first trip in the 560 SL, together with my father, to one of the many great classic car events, the Schloss Dyck Classic Days, next to Düsseldorf, in Germany.

On the 2021 50th anniversary R 107 SL series tour, my son and I visited five amazing car museums. Taking advantage of the gradual lifting of COVID-19 restrictions, we drove to the Hockenheim race circuit, where the R107 SL series was officially launched to the press back in 1971. Once we arrived, we celebrated with other 106 R107 series enthusiasts by taking all our 107 R 107 cars for a spin around the iconic circuit.

The annual charity events in the French Alps invite people from the public to enjoy a drive with you in your classic car, with all proceeds supporting a good cause.

Driving with my wife along the historic Route des Grandes Alpes, which spans from Lake Geneva to the Mediterranean and features 21 high mountain passes, climbing over 2,800 meters (almost 9,200 feet) above sea level. By the way, this was our way of celebrating the 40th anniversary of the 560 SL series.

Concluding, what is a club membership about? It is about “knowledge sharing and preservation”. I did not have to read any buyer’s guides — a couple of phone calls to the right club friends were enough. I do not have to search the internet when something goes wrong — club friends are always ready to help.

To learn more about Amica or get a quote, scan the QR code or call 877-505-3197.

A club is also “a heaven for true enthusiasts”, understanding each other without words and share a fascination that transcends their different walks of life. It unites individuals for good causes and helps build a network of like-minded people you can always rely on. One does not feel like an awkward duckling when investing time and money in a hobby.

You do not have to search for ideas for your holidays or free time — there is always this or another event happening somewhere and guaranteeing a great time, petrol head discussions and lots of fun.

There is also the prestige of showing off the club membership card and the monetary benefits in form of discounts here and there attached to it (nicely offsetting the membership fee), but these are just the side effects. What really matters is the feeling of belonging and camaraderie which comes with it. In a symbolic way, it is a passport introducing you to people all over the world and facilitating making friends with them.

Finally, you also get a profound feeling of being a part of a much bigger cause. Our German colleagues call it the protection and curation of the “technical cultural heritage” (“technisches Kulturgut”). It is about making sure that our precious Mercedes-Benz vehicles (regardless of model) will not only survive in perfect shape and form in museums and garages but will also be allowed in the future to be driven on public roads.

I would like to express here my sincere gratitude to all MBCA colleagues who made my hobby so much more interactive, rich and full of joy — thank you! I wish the club many more years of ongoing success.

Andrzej (Andy) Robert Mrozek

Above: R107
50th Anniversary at the Hockenheimring, Germany

Drive the Future of the MercedesBenz Club of America: Run for the Board of Directors!

New voices bring new ideas, and now is your opportunity to shape the future of MBCA by running for the Board of Directors!

As a fresh face on the MBCA Board, you’ll have the chance to influence the club’s future, introduce innovative events, and enhance membership rewards. All members are encouraged to run — step up, share your vision, and help drive MBCA forward!

As a board member, you’ll have the opportunity to:

• Influence the Club’s Direction — Help guide MBCA’s initiatives, events, and benefits to better serve our members.

• Expand Member Engagement — Bring fresh ideas to enhance the experience for fellow Mercedes-Benz enthusiasts.

• Preserve and Grow Our Legacy — Play a key role in strengthening MBCA’s heritage while driving innovation for the next generation.

• Connect with Like-Minded Enthusiasts — Collaborate with passionate members and industry insiders who share your love for the brand.

Your leadership can create a lasting impact on the club and its members. If you possess the vision, dedication, and enthusiasm to help MBCA thrive, step forward and run for the Board of Directors!

Nominations are now open — be a driving force behind MBCA’s future and email bod@mbca.org for more information.

Experience the Ultimate Mercedes-Benz Adventure!

Join us on an international trip for an unforgettable journey filled with luxury, history, and exclusive experiences. These trips offer members a rare opportunity to visit iconic Mercedes-Benz locations and enjoy behindthe-scenes experiences that bring the brand’s legacy to life. Travel in style with fellow enthusiasts while exploring world-class destinations, savoring fine dining, and immersing yourself in automotive culture. Whether driving along scenic European roads or attending prestigious automotive events, MBCA’s international trips provide a once-in-a-lifetime experience that every Mercedes-Benz lover should embrace!

Email info@mbca.org for more information.

MODA Miami: A Masterpiece of Classic & Contemporary Automobiles

Miami has long been synonymous with sun-soaked glamour, but in recent years, it has also transformed into a global hotspot for high fashion, luxury, and elite automotive culture. MODA Miami exudes energy and star power. RM Sotheby’s unveiled a range of exclusive collections, integrations, and collaborations that pushed the boundaries of style and luxury. However, MercedesBenz Classic showcased the brightest stars, including Stirling Moss and Juan Manuel Fangio’s 1955 300 SLR W 196 S, the 2009 SLR McLaren Stirling Moss Z 199, and many others! It was a great pleasure to spend a few days with numerous passionate Mercedes-Benz enthusiasts, such as Marcus Breitschwerdt, the head of Mercedes-Benz Heritage, Stirling ‘Elliot’ Moss, son of the racing legend, renowned Mercedes-Benz photographer Rene Staud, Michael Kunz and Nate Lander of Mercedes-Benz Classic, along with many wonderful members of the MBCA and Gull Wing Group! You won’t want to miss MODA 2026!

CEO’S MESSAGE Katie Carruth
Left to right: Marcus Breitschwerdt of Mercedes-Benz Heritage, MBCA’s Katie Carruth, Mike Kunz of the MB Classic Center in Long Beach, CA

MERCEDES-AMG WINS SEBRING. F1 2025 IS UNDERWAY.

The 2025 season of motorsports is well underway across the globe, with international sportscar racing, Formula 1, and others having kicked off their seasons. In our last edition of the race report, we previewed the many exciting races in which Mercedes-AMG is competing in, and so far, so good in terms of our results, thanks to our factory teams and customer teams. Over the last few months, Iron Lynx, Mercedes-AMG F1 Petronas, Winward Racing, Korthoff Competition Motors, and Lone Star Racing have all flown the AMG flag in their respective series. Let’s review how we’ve fared thus far.

Starting with the most popular form of global motorsport, Formula 1 has just launched the 2025 season following a wildly successful live livery reveal party at the O2 Arena F175. After years of Bahrain being the first race on the calendar, we returned to the Alber Park circuit in Melbourne to kick off our season, and it didn’t disappoint. George has become the senior driver following Lewis Hamilton’s departure, and we welcomed Andrea Kimi Antonelli as the Silver Arrows began 2025 in exceptional form.

Melbourne consistently produces classic races, and this year’s event was no exception. With mixed conditions, diverse tire choices, and several yellow flags, the safety cars added drama beyond the usual first race activities. The field was filled with rookies, and Antonelli made a remarkable impression with a historic drive from 16th to fourth, overtaking drivers who were older and, therefore, more experienced, in a race where several competitors faltered. Not only did Antonelli deliver an outstanding performance, but George was at the sharp end of the field all day, bringing his Silver Arrow home in third, securing a double Top 5 finish for the team after a challenging two years, surpassing both Ferraris, a Red Bull, and others, which places us second in the constructors’ standings to kick off the 2025 campaign. Upcoming stops on the global tour include China, Japan, Bahrain, and more.

Moving back stateside, Mercedes-AMG claimed impressive results in IMSA competition in the AMG GT3. Although the car is older relative to the competitors’ newer platforms, sometimes familiar, reliable performance cannot be beat. In the Rolex 24 of Daytona, Winward Racing was the lead Mercedes after the twice-round-the-clock classic, finishing a strong fourth in a tight GTD field. Korthoff Competition Motors finished ninth after being involved in battles throughout the race, and Lone Star Racing rounded out our teams in 14th.

Just under a month after the Rolex 24, our teams turned their focus to the Sebring 12 Hour, a race that always delivers finishes that belong in highlight reels and test the cars more than any other track in the world. Charted throughout the remains of a World War II airbase, Sebring International Raceway in the longestrunning sports car endurance race in North America. Some lucky VIPs and IMSA special guests got to start off the weekend by receiving hot laps in our AMG GT 63 before the race.

On Friday before the 12 Hour, the VP Sportscar Challenge race preceded the main event and the Winward Racing GT4 entry was showing good signs for the results to come. That is until, the car suffered a puncture taking driver Daniel Morad out of contention with under 15 minutes left in the race. For the main race, our qualifying went incredibly well as Korthoff Competition Motors claimed a front row start, missing out narrowly on pole.

Upon the drop of the green flag, all three of our AMG GT3 customer teams were fighting in the Top 10, often in the Top 5. All the drivers maintained an intense through their various stints, while also keeping their cars out of trouble. Unfortunately, the #32 Korthoff Competition Motors car suffered a mechanical failure taking the car out of the lead of GTD with Kenton Koch behind the wheel. The two remaining cars from Winward and Lone Star were left running in the Top 10, but within the last hour, the Lone Star Racing car suffered a puncture, taking them out of contention for the win.

This left the #57 of Philip Ellis to fight through restarts against the Ferrari 296 and Lexus RC-F that had battled him for the lead in his last stint. After a

Opposite: The Korthoff Competition Motors awaits the start of the Sebring 12H from the front row.

tactful nudge on the dying minutes, Ellis took the lead and brought home his car to win the 12 Hours of Sebring, for the second year in a row. The IMSA paddock shifts their focus from endurance racing that kicked off the season and look towards the first sprint race of 2025 at Long Beach, celebrating the 50th running of IMSA at the famous California street circuit.

Shifting focus back East, the 2025 season kicked off in earnest with the 1812km in Qatar World Endurance Championship race in February. Iron Lynx debuted with two Mercedes-AMG GT3 cars and it marked a milestone for the marque and it is Mercedes’ debut in the WEC. Unfortunately, the debut didn’t prove successful, but that’s as expected when entering the highest level of global sportscar racing. That being said, the next stop on the WEC calendar is the 6 Hours of Imola and then the 6 Hours of Spa, with all eyes focused forward on the largest and most important endurance race of them all; the 24 Hours of Le Mans. Between now and then, there is ample time for the engineers, the drivers and mechanics to get more acquainted with the AMG GT3, giving them all the opportunity to challenge for a class win.

Mercedes-AMG’s global efforts in motorsports give owners and club members plenty to cheer for as they

take top honors in IMSA, claim top results in Formula 1 and more. We are eager to watch as the teams, drivers, and sponsors continue to work together to put the threepointed star towards the sharp end of the field week in and week out. home his car to win the 12 Hours of Sebring, for the second year in a row. The IMSA paddock shifts their focus from endurance racing that kicked off the season and look towards the first sprint race of 2025 at Long Beach, celebrating the 50th running of IMSA at

Above: George navigates his way through tricky conditions in a wet Australian Grand Prix.

Building Legends the CMS Motorsports Way

Shant Meshefedjian is a name that will soon resonate in the world of luxury and bespoke automobiles. An avid automotive enthusiast, Shant has spent the majority of his life in the automotive industry. He has an incurable passion for custom one-off builds, specifically those created by legends such as AMG, Koenig, Brabus, Lorenzer, and Zender, just to name a few.

Before Singer, there were many custom shops and builders. In an era where imagination was limitless and the money to make the impossible possible, there is no other era harder to beat than that of the 80s tuner car era. This decade has shaped pop culture as we know it today, and nearly everything we see now is a nostalgic nod to the past.

From the loud neon clothing to the castle-like homes which hosted some of the most historic parties, some are still spoken about today among real Hollywood veterans. The 1980s provided audaciousness and glamor, and vehicles were the most expressive way to show one’s wealth.

Born in Syria and of Armenian descent, Shant moved to L.A. at the age of three and was instantly awed by the world around him. “I’d see these big Benzes cruising down Rodeo Drive and through Hollywood, and I instantly knew I had to have one. From their long silhouettes to the abundance of chrome trim, it was thrilling to watch and see who would step out of

the car because it was likely someone important or a celebrity,” recalls Meshefedjian as he reminisces about his youth.

Drawing inspiration from these iconic builders led Shant to develop his own vision for building cars. Within his body shop, Marina West Autobody, in Los Angeles, Shant has begun rebuilding, and envisioning what these boulevard behemoths would look like modernized. What began as a passion project for his own cars, has inspired Shant to establish CMS Motorsports, focused on transforming exceptional Mercedes-Benz cars into unique masterpieces that blend luxury, performance, and art. These bespoke vehicles attract automotive enthusiasts worldwide, celebrities, and those looking to own a car that truly reflects their personality tastes.

Learning the intricacies of car modification, design, and performance upgrades, Shant’s love for MercedesBenz cars, known for their quality and engineering excellence, played a significant role in shaping his vision behind CMS Motorsports.

Each car built at CMS is a true one of one. Each car is custom-tailored to the owner’s vision and personality, starting with extensive alterations to the bodywork and interior, swapping in engines fromnewer MercedesBenz models, adding performance parts, and even upgrading the technology embedded within the car.

Whether it’s a new body kit to enhance aerodynamics or interior upgrades like bespoke leather upholstery and custom entertainment systems, Shant’s work is characterized by his ability to blend the technical with the artistic.

Ensuring that every custom car embodies both style and performance, his attention to detail is evident in every aspect of his work, from the custom paint jobs to the high-end finishes that elevate the Mercedes-Benz experience. Clients often seek out CMS Motorsports for their ability to maintain the integrity of the original design while incorporating unique, personalized touches elements.

What sets Shant and CMS apart from other custom car builders is simple: his dedication to preserving and creating a completely unique and exclusive driving experience, inspired by those from the past. By combining a deep understanding of MercedesBenz engineering with his creative touch, Shant crafts vehicles that transcend luxury, offering a level of performance and individuality that is rarely seen in the automotive industry today.

Through CMS Motorsports, Shant Meshefedjian is on a mission to redefine what it means to own a custom luxury vehicle and also to set new standards for automotive customization. As long as people continue to seek vehicles that reflect their unique style and ambitions, Shant and CMS Motorsports will undoubtedly become a significant part of the automotive world, and like the names spoken of as legends today, Meshefedjian will be spoken in the same breath.

Top: CLK GTR rendering created by George Tyebcho for The Star Magazine 2025.3 Feature

EVERY SILVER ARROW HAS ITS DAY

EVERY SILVER ARROW HAS ITS DAY

Text: Karl Ludvigsen

Juan Manuel Fangio had a head start. He joined the Mercedes-Benz racing team in mid-1954, when his principal team rival was a fast but inconsistent Karl Kling. Fangio’s second World

Championship was in the bag.

The situation changed in 1955 when Stirling Moss joined the team. Though not yet at his peak, Moss was already a driver of international repute. In a December 1954 letter to the Argentinian a Daimler-Benz executive broke the delicate news of the Moss hiring, saying that without a Moss-level driver “in the event of a retirement of yourself we would cut too poor a figure in relation to our substantial commitment. Moreover Mr. Moss is an avowed partisan of yourself and we certainly believe that the relationship between you will be, and remain, good.”

The first Grand Prix of 1955 on January 16 was on home turf for Fangio, at the Autodromo Oscar y Juan Gálvez on the outskirts of Buenos Aires. Run over 96 laps of the No. 2 circuit, measuring 2.43 miles, it was a 233-mile showdown in extremely hot weather. Only two drivers completed the race without ceding the wheel to a substitute, local men Roberto Mieres in fifth and the winner Juan Fangio. Moss came home fourth, having taken over Hans Herrmann’s Mercedes-Benz.

Although resembling their 1954 antecedents, the W 196 racing cars used in the Argentine G.P. had numerous improvements. Two of the cars in Argentina had wheelbases shortened from the 1954 cars uniformly 92.5 inches to 86.6 in the interest of better maneuverability and lighter weight. All the German racers now had

Above: In pride of place in the Daimler-Benz Museum is the W 196 with which Fangio won at Monza in the final Grand Prix that the 1950s team from Untertürkheim would contest. Opposite: As readied for the 1955 season the W 196 had new long inlet ram pipes fed by a plenum chamber that received ram air through a screen.

straight ram pipes for individual delivery to the in-line engine’s eight cylinders, necessitating a new bulge in the bonnet to cover a plenum chamber-fed air from a screened entry. This replaced curved ram pipes that had allowed a smoother bonnet surface. All four drum brakes were still inboard to reduce unsprung weight, although their operation was so erratic at times that oil had to be poured into the drums to overcome snatching.

“It had quickly dawned on me,” wrote Stirling in his book with Doug Nye, “that there was nothing easy about driving the world’s finest racing cars. The W 196’s broad, flat body reflected the lengthy straight-eight engine reclining ahead of me. My feet were splayed wide to pedals separated by a massive clutch housing between my shins. The car rode very comfortably but

everything about it felt heavy. It undoubtedly possessed great performance. Its engine was terrific, safe at high rpm with its mechanically-closed “desmodromic” valve gear taking care of the top end should one inadvertently over-rev. It had good torque and a very wide usable power band.

“However the gear-change pattern was the reverse of what I was used to” Moss added, “selecting second and fourth by backward movements, third and fifth by pushing forward, so down-changes under braking tended to be pulling the lever backwards instead of punching it forwards, which under normal deceleration felt unnatural. It was a difficult change to handle and even worse to remember. My recollection of racing the Mercedes is of having to concentrate like hell, all the

time! I would later find that it was also quite difficult in the wet, and prone to weaving under power — wet or dry. It always felt a big car, almost patently Teutonic. Although it was very strong and fast it always demanded intense respect. I never developed the affection for it that I did for, say, my Maserati 250Fs although it was certainly a better-engineered racing car.”

In the interest of time-saving, the Stuttgart team’s racing cars were sent by sea to Argentina as rolling chassis while their engines came later by air freight. They were next required on January 30 when a longer version of the Autodromo was used for the Grand Prix of the City of Buenos Aires. Consisting of an hour break between two 30-lap races, this covered a total 175.5 miles on a 2.92-mile circuit. Finishes would be totted up to give an overall result. Unencumbered by the 2.5 liter limit of the international Grand Prix, the format was intended to give locals a better chance to match their cars against the invading Europeans.

In the event it was the Europeans who implemented the advantage. The power units that rolled off the arriving aeroplane from Stuttgart were 3.0 L in capacity instead of the 2.5 L mandated for Formula One. These were the very engines being prepared for the 300 SLR sports-racing cars that would make their debut in the Mille Miglia. These generally aped the G.P. engines but instead of their fabricated steel cylinders-cum-heads had aluminium castings. Both bore and stroke was increased to get the additional half liter.

While the Grand Prix eights normally developed 285 bhp at 8,500 rpm at the beginning of the 1955 season, these 3 L engines were quoted as producing 307 bhp. In his notes, however, Stirling said that “The three-litre is fantastic and has some 320 bhp but so much torque it isn’t true.” The Autocar’s John Cooper wrote “Moss reports that the Formula Libre car…is far and away the most powerful machine in his experience. Uhlenhaut describes it as not far short of the pre-war 5.5 L machine in its performance.”

The Mercedes-Benz boffins had tweaked the fuel mixture used in Argentina to anticipate very hot running there. The share of methanol in the mix was increased from 25 to 35 percent, in compensation, reducing the shares of benzol and petrol by five percent each. If delivered more liberally by the fuel injection, this could well have pushed available power toward the higher figure quoted by Moss.

The cars to carry these only modestly heavier engines were on the original 92.5” wheelbase, using the openwheeled bodywork. They had the latest induction system with its accompanying long bulge and screened air entry along the right side of the bonnet. A modest raised area above the engine was needed to clear the fuel injection apparatus of the larger straight-eight. In its normal home, the 300 SLR was planned for from the start, so no bulge was needed.

The W 196 for Moss was chassis 0007/54, which had seen duty solely at Monza for the Italian G.P. the previous September. There, at mid-race, Karl Kling, blinded by a jet of oil, hit something and retired. In Argentina Fangio would pilot the first new chassis completed in 1955, serial 0009/55. Both cars had their first airing at the Autodromo on the afternoon of the Monday before the race, Juan Fangio clocking the faster time.

Enzo Ferrari had played a canny game, providing Nino Farina with a 3 L engine and Umberto Maglioli with a 3.7 L engine. The latter played no important role, but the always-competitive Farina was another story, especially on his grippy Pirellis. Stirling led the race’s early laps but tired from the brake effort needed. Brakes also affected Farina, who punted Fangio when trying to pass and thus diverted the Argentinian to take victory in the first heat, followed ten seconds after by Fangio and Moss.

Fitted in the interim with thinner-patterned Monzatype tires instead of the thicker Nürburg Continentals that Neubauer had favored, the two Mercedes were 3.5 seconds faster. In the race, said Stirling, “Fangio was slower than me on the mid-speed curves and a bit faster on the fast one, until later when I was about the same.” The Englishman seized the win three laps before the finish and equaled the Argentinian’s fastest lap. Totting up the totals for the two heats gave the overall win to Fangio, with Moss second 16.9 seconds behind. Stirling was heard to say, “I have learned much from Fangio.”

Through the 1955 season Stirling Moss would continue that tutelage on Europe’s great racing circuits. In August he and other members of the Mercedes-Benz racing squad would get to know a new face of a muchloved track. That at Monza, 10 miles northeast of Milan, was completing its transformation based on history. When first laid down in the Royal Park of Monza in 1922, it combined a road circuit with a gently banked oval. Races could be held on either or both together.

Above: Fans of Fangio turned out in strength to see their hero practice for the Argentine Grand Prix in W 196 chassis number 0009/55.

At the end of the 1954 season bulldozers and contractors moved in to erect steeply banked ends to the oval complement, giving a lap length of 2.63 miles. The bankings reached a 20-foot height and were planned to sustain 160-mile speeds. The Italian Grand Prix on September 11 was to use the new banking in conjunction with the road course for the first time, creating a complete circuit with a length of 6.2 miles.

Following trials at the Nürburgring on July 22, 24 and August 25, the Rennabteilung was at Monza with five different types of cars. One was an aerodynamic W 196 with a small rear-deck air brake similar to the one used on the sports-racing 300 SLR at Le Mans. The deficit in top speed caused by its added drag when retracted outweighed its braking benefits, and it was not seen again. The engineers concluded from the trials that the ideal car for the restyled Monza would be a medium-length chassis with outboard front brakes and an aerodynamic body. They returned to Untertürkheim and built three of these on chassis 10, 12 and 13.

The first official practice session at the refreshed circuit was held solely on the 2.6-mile oval track to acquaint racers with its characteristics. MercedesBenz addressed it with two of its special new cars plus one open-wheeled “Monaco” model on an 84.6-inch wheelbase and one long-wheelbase aerodynamic W 196. Trials soon showed that the banking, which had been made much smoother since the August tests, allowed substantially higher speeds at which the medium-length cars became distinctly uncomfortable.

Lapping at average speeds approaching 157 mph the new aerodynamic W 196s displayed what was called an uncomfortable “corkscrewing” motion at the rear. With great urgency different noses were built and tested to tackle what was interpreted as a lifting of the front thanks to inadequate downforce, aggravated by the still-raw banking’s dividers. Rudy Uhlenhaut personally got into the act of trying and redesigning the new bodies but finally concluded that they could not be rescued.

As a precaution one long-wheelbase aerodynamic car had also been brought to Monza. Built on long chassis number 0002/54, Hans Herrmann’s 1954 French G.P. car had a subtly reprofiled body presenting a lower frontal area than the 1954 shape. Found both quicker and more comfortable on the bankings than the special Monza streamliners, this was assigned to Fangio for the race. Its springing was stiffened to prevent the bottoming that was still provoked by remaining bumps on the banking.

“Mercedes science had out-fumbled itself,” Moss recalled. “There began what might be classed as a panic.” Work began at once at Untertürkheim on the construction of another similar car. A new long chassis had to be built based on 0009/55, the car that took Fangio to victory in the Buenos Aires Grand Prix. It was fitted with the only available aerodynamic body, one of the original 1954 shape. No such elaborate body could be hammered out on short notice.

Completed mid-Saturday, the second and last official practice day at Monza, the W 196 was whisked down to Milan on the Mercedes-Benz high-speed transporter. Built for just such an emergency, this was a sleek openplatform truck, big enough to carry one car, powered by a 210 bhp 300 SL engine and capable of cruising at over 100 mph. On Saturday afternoon, 0009/55 arrived at Monza. Assigned to Moss, he placed it almost immediately on the front row of the grid.

“We filled the front row,” Stirling recalled, “plus Taruffi on row four. I managed to take the lead from the start and held it until we went onto the banking. Fangio hurtled by on the low line, with me preferring to run a little higher, and soon Mercedes were zooming round 1-2-3-4 and totally dominating their farewell Formula 1 race: Fangio, myself, then Taruffi and Kling. Our nearest challenger was Eugenio Castellotti for Ferrari while Mike Hawthorn in another Ferrari lay sixth.

“It seemed a trouble-free race,” Moss continued, “everything going to plan, until lap 19 when Fangio’s tires flung up a stone which smashed my aero screen. I swept into the pits, and to my astonishment — I should have known better ― the mechanics had a replacement available, which they whipped onto the car and sent me away again amazingly quickly. I drove hard to catch up, setting a new lap record, then equalling it.

“I was about to take sixth place on lap 27,” Stirling added, “when a piston collapsed and my Mercedes F1 career was over. Kling’s ended on lap 33 with transmission failure. The remaining two cars proved reliable. Fangio won from Piero Taruffi’s open-wheeled car, with Castellotti on Ferrari third, followed by ― said The Autocar ― “a sickly string of tired Maseratis and Ferraris.” Fangio had clinched his third Drivers’ World Championship title, his second in succession, and I was runner-up, my best-ever placing.’ Mercedes-Benz chassis 196/0009/54 had played its part. autograph a series of takeaways.

“ Lapping at average speeds approaching 157 mph the new aerodynamic W 196s displayed what was called an uncomfortable ‘corkscrewing’ motion at the rear.”
Top: Fangio had yet to make his downward move to get ahead of Stirling. The two streamliners made a great sight. Bottom: Now it was Fangio first and Moss second. Too close perhaps because the leader’s rear wheels kicked up debris that shattered the Moss windscreen.

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THE MAYBACH RESSURECTION: BRUNO SACCO

ITALIAN STYLE

During the construction of the Mercedes-Benz F 200 Imagination concept at Stola S.p.A. between 1995 and 1996, we read about a desperate crisis facing the renowned English car manufacturers Rolls-Royce and Bentley in industry and economic newspapers. Certainly, these brands hold little interest for 99.9% of motorists worldwide, yet they are well-known and symbolic in the industry, having always represented the pinnacle of luxury in both aesthetic and qualitative terms, highlighted by fine manual finishing and the use of the best available materials. Naturally, while working at our factory in Italy alongside technicians, designers, and managers from Stuttgart and Sindelfingen, we discussed this topic,

driven by our passion and respect for the history of the Automobile with a capital A.

The months of this period passed quickly, to arrive at the first day of October 1996, the press day of the Paris Motor Show with the F200 Imagination on the MercedesBenz stage, and the news of the Rolls-Royce and Bentley story was now no longer just in the newspapers but was also on television and radio almost daily and was a popular cultural phenomenon.

It seems impossible for public opinion to accept that these two luxury car brands, Rolls-Royce and Bentley, may no longer have had any reason to exist. It should not

be forgotten that they were part of the same company; in short, they were a single factory managed by the same team. At a certain point, although never officially, only as rumors, we began to hear about the interest of the German giants BMW and Volkswagen in taking over both brands. Almost like in gossip, the most imaginative things are written and said weekly.

In this entire situation portrayed in international media, one starts to hear that Mercedes-Benz was concerned their direct German competitors could potentially seize the top luxury brands available, thereby filling a void and positioning themselves as superior in image to the Stuttgart Star. As previously mentioned, Rolls-Royce and Bentley have been a “unicum”, a thing unique in its kind, since 1931, building their cars with the same chassis, engines, mechanics, and employing skilled workers and craftsmen.

I remember that even at a dinner in Turin during the summer of 1996, a couple of months before the Paris show, with Mr. Leschke, Mr. Pfeiffer, Mr. Boulay, and Director Sacco present, there was extensive discussion about all these news stories that were making waves. By that point, the presentation of the F 200 Imagination in Paris was done. In the middle of that same October, I received a phone call from Harald Leschke, Director of Advance Design Mondo, requesting that I come to Sindelfingen as soon as possible; no details were provided regarding the reason for this visit.

I had time to get organized, so my assistant Gioachino Grande and I left early in the morning in my MercedesBenz CLK Cabriolet and arrived in Sindelfingen late afternoon. As always, we traveled through Switzerland via the beautiful San Bernardino Pass, reaching our usual Ramada hotel on Mahdentalstrabe (now renamed Marriott), which was practically next to the MercedesBenz Style Centre from that period.

On the way, Mr. Leschke called to invite us to a business dinner, which would be preceded by a meeting at the hotel bar around 6 p.m. to discuss a new project. Arriving a little early, having checked in, we found Mr. Leschke, Mr. Pfeiffer, and Mr. Weissinger waiting for us. In front of five “small” beers, they told us about a future and very difficult show car to make. It would have been over 6 meters (19 feet) long, had four doors, and had very luxurious interiors with large automatic mechanisms. The interiors would intertwine leather, fine woods, aluminum finishes, and special backlit plexiglass insertions on the bodywork.

A crucial point was the planned delivery so this prototype could be showcased on October 24, 1997, the first day of the thirty-second motor show in Tokyo. They also confirmed that regarding the interior upholstery, as always, Mr. Gavina’s Salt company would be part of the team. Happiness and a shiver of worry are my first

Opposite : The Mercedes-Benz Maybach design study provided an outlook on the technology and equipment of the next generation of ultra-luxury automobiles. The 5.77 meter long sedan (“Maybach 57”) combined the traditional chauffeur-driven limousine with the innovative technology of future Mercede-Benz. Its high-quality luxury equipment included an onboard bar for hot and cold beverages, a glass roof with electrochromic glass, an elaborate communication system consisting of three telephones, a video recorder, and a portable computer. The innovative headlight technology distributed light automatically following the course of the road. Top: Mercedes-Benz Maybach design study, 1997; Bottom: October 1997 in Rivoli, the Stola workers Santorini, Gavioli, Rossetti, Vay, Buttiglieri and Chiara.

feelings in that bar of the Ramada hotel, an ambitious project (they haven’t yet informed us that it will be their counter-response to Rolls-Royce and Bentley) with the best clientele you could have.

I understand that for the Frankfurt Motor Show in September 1997, Stola S.p.A. was committed to two Toyota show cars, the Funcargo and the Funcoupè. By the end of February and March 1998, the Seat Bolero and the Stola Abarth Monotipo are also scheduled for delivery to the Geneva and Turin Motor Shows. Since we began working for Mercedes-Benz in the spring of 1994, their management has never received a “no” from the Stola family. I requested permission to leave the bar with Gioachino Grande, informing them that we would immediately hold a telephone meeting at the company to assess our options. There were two phone calls: the first with my Uncle Roberto Stola and the second with Felice Chiara and Lucio Giarolo, who were the show car workshop manager and the technical manager of the model department programming, respectively.

Clearly, Roberto Stola, CEO of Stola S.p.A., supported the idea of holding the internal technical telephone meeting. However, we would have had to agree immediately, as a solution to find the time, energy, and space would have been determined. The second phone call with the technicians was longer and more detailed; we repeated what we knew and reminded them of the commitments already made with Toyota, Seat, and our Abarth Monotipo. After lengthy negotiations, they also agreed. The dinner took place at the Sindelfingen restaurant named “Come Sempre” (one of Mr. Sacco’s favorites, despite his absence), and it was very relaxed,

especially due to our confident yes.

The next day at the Advanced Design headquarters, we were informed that it would be a Maybach, anticipating the key phases of the project. This started with the realization that we would immediately need to create two style models: one designed by the Advanced Design team in Irvine, California, directed by Gerthard Steinle, and the other in Yokohama, Japan, directed by Olivier Boulay. We had never produced such large car models before, and while quality was essential, speed was the priority to expedite the timeline, allowing for a quick decision between the two Advanced Style Centers. They also provided us with more detailed information about a unique finish along the very long sides and an unprecedented lighting effect using new LED technologies. It was set to be the first car in the world with illuminated sections of the bodywork on the sides, presenting a significant challenge for us. At that time, the mystery surrounding the plexiglass had not been

mentioned during my phone call with my technicians the previous evening. Before we left, Mr. Sacco wanted to meet with us in his office to say hello and took the opportunity to share the story of their German brand, Maybach, which they had owned since 1960 and had always kept on the back burner.

The next morning in Rivoli, the work team was assembled, recruiting freelancers and our most reliable suppliers given the situation. We met with Mr. Gavina of Salt to align on the interiors, which were truly extreme in their complexity and high standard of luxury. The mathematical surfaces of the American and Japanese models arrived immediately from Sindelfingen, and both were ready for the presentation in Rivoli within five weeks. There wasn’t enough time to hold the presentation in Germany, so multiple managers from Mercedes-Benz would come to our model shop to make their final selections in our presentation room. In my memories, along with the stylish men Mr. Sacco, Pfeiffer, Leschke, Boulay, Dimson, and Lo, present for the strategic choice were Mr. Weissinger, Gallitzendorfer, Kramer, and above all, CEO Jurgen Hubbert. The meeting

lasted less than two hours, and at the end, they informed us that the choice was made by the Advanced Design team in Yokohama.

In parallel, in Germany, they were working on preparing the specific Maybach mechanized chassis derived from the W 140 with new measurements to accommodate the chosen model; the reference people are Weisinger and Kremer. Meanwhile, those of us in Rivoli began to build the interior-style models and a decomposable master model of the chosen version.

The processing of the decomposable interior and exterior models was quite complex, as there was an ongoing collaboration with the Maybach team in Sindelfingen regarding the motorized chassis and with the research department for the electronics. Our designers worked closely with the designers from the Japan team, including Boulay and the young Anthony Lo, alongside the constant presence of Leschke. Over fifty men and women from Stola and Mercedes-Benz were engaged in work in Italy, and at one point, the most significant challenge arose: creating two milled

Opposite-Top: Mercedes-Benz Maybach design study, 1997; Opposite-Bottom: October 1997 in Rivoli, Maria Paola Stola polishes Sabattini Silver for the Maybach interior hours before delivery from Italy.; Above: Mercedes-Benz Maybach design study, 1997.

plexiglass bands that spanned the length of the entire side, measuring about 250 mm (Almost 10 inches) in height, backlit by LEDs and, above all, perfectly flat with the bodywork.

Personally, I never understood how our technicians managed to create this strange and long aesthetic/ functional detail, but they did it. In particular, between the design and construction of this particular, I still thank Mr. Chiara, Mr. Comollo, and Mr. Cerva.

The large size of each component of this show car posed a challenge, particularly concerning tolerances, which led to the decision to construct the bodywork from carbon fiber. Among the complications were the aluminum parts that were obsessively polished by hand, the solid cherry wood requested by Mr. Sacco for its reddish hue that matched the bodywork. It had always been Sacco’s aspiration to use a two-tone color scheme of amaranth and black. The interiors were a story in themselves; even though they were masterfully upholstered by SALT of Gavina, the construction of all the structures was our responsibility, representing the peak of automated movement possible at that time. Additionally, the two rear seats resembled first-class airplane seats.

The infotainment systems were futuristic, featuring a large retractable flat screen that, which in addition to serving as a TV and cinema, was already functional for video calls. This was also an opportunity for my wife, Maria Paola, to take part in the final phase of the project by working on the onboard silverware for “Maison Sabbadini Milano.” Our tradition for every Mercedes-Benz- show car we have collaborated on is that at least one of us from the Stola family would bring a Magnum of Bellavista Franciacorta Brut to any show around the world to toast with the managers of the Stuttgart Star.

On this very important occasion, Roberto Stola wanted to personally accompany CEO Carlo Alecci. They decided on a specific strategy: since the planes from Europe land in Tokyo early in the morning and leave late in the afternoon, they booked the hotel only to freshen up and change, but not to sleep. Essentially, they would take the same plane on the same day, October 24, landing and then departing for Europe.

The presentation took place as planned, and, as always, the toast with Mr. Sacco Leschke and Mr. Pfeiffer featuring the Franciacorta Bellavista Brut followed. However, as soon as it was over, something happened that darkened the faces of all the Mercedes-Benz managers. At that moment, they received news from Sweden that the safety test of the A-Class Moose test had failed; the car had overturned, accompanied by a photo in the magazine Teknikens Varld. It is worth noting that the A-Class was a strategic project for Mercedes-Benz, marking its first entry into the small car segment in its history. My Uncle Roberto and Engineer Alecci returned to the hotel to change for their trip back, then headed to

the airport to board a Lufthansa Boeing 747 in first class. As they settled into their seats, they noticed MercedesBenz CEO Jurgen Hubbert arriving with a concerned expression that was hard to describe; the greeting was merely a quick wave with one hand.

Fortunately, in the following months, MercedesBenz managed to resolve all the issues, showing how a catastrophic situation could be transformed into a positive opportunity and demonstrating the responsiveness of its technicians. The Maybach production model became available to the public in 2002.

Left Top-Opposite: Mercedes-Benz Maybach design study, 1997; Left Bottom-Opposite: When designing the dashboard, the central console, and other control elements, engineers were careful to follow the basic principle of “more for less”, which led them to exercise discretion and avoid the use of too many dials and displays. Two broad and lavishly upholstered seats for the rear passengers are electrically controlled. They can be independently adjusted to a range of different positions to allow the comfortable ambiance to be enjoyed with the utmost relaxation. The seats also recline, providing a rare and unexpected level of comfort for automobile travel. Right Opposite: Mercedes-Benz Maybach design study, 1997; Above: October 1997 in Stola S.p.A, workers Luca Rossetti, Marco Vay, e Felice Chiara.

MERCEDES-BENZ

DREAMSCAPES

Above: Clean lines, sweeping concrete arches, dramatic shadows... But the cars of this dreamlike setting are not aircraft. They are cars; winged cars. A 300 SLR Uhlenhaut Coupe, C111 Concept, and CLK GTR (George Tyebcho for The Star Magazine, 2025)
Artwork: George Tyebcho and Dima Konjaria

As Mercedes-Benz enthusiasts, we are all captivated by the images that showcase our brand in the digital realm. Whether they are classics like the 300 SLR or future concepts such as Project One, we admire the efforts to capture the beauty of these vehicles for sharing across media platforms worldwide. However, some of these images are digitally rendered, designed to transform the visualization of cars into stunning narratives that captivate and inspire.

From Tbilisi, Georgia, George Tyebcho and Dima Konjaria leverage their backgrounds in cinematography and visual arts to produce CGI (computer-generated imagery) visuals that capture what a camera alone cannot. This approach allows their creative minds to take the lead in reimagining vehicles and adding their unique twists to them.

Mercedes-Benz is Art

George’s transition from cinematography to CGI was not a leap, but rather a natural progression of his storytelling talent. Initially focusing on creating compelling visuals in films, his interest in digital environments grew from a desire to incorporate more dynamic and imaginative elements into his projects. This exploration into CGI started as a hobby but quickly evolved into a core component of his artistic expression.

George Tyebcho’s selection of Mercedes-Benz models for his CGI art is deeply rooted in his appreciation for the brand’s historical significance and the distinct character each model conveys. His choices — the W 123, R 107 SL, W 201 Evo II, and the iconic 300 SL — celebrate different eras in the storied history of Mercedes-Benz. Each model exemplifies a specific period in automotive design and embodies the qualities that have established Mercedes-Benz as a paragon of luxury, reliability, and innovation.

The W 123 is revered for its durability and craftsmanship, which is a testament to Mercedes-Benz dedication to quality. This model’s strength is a symbol of reliability, appealing to those who value lasting design. Conversely, the R 107, with its sleek contours and luxurious allure, epitomizes the elegance and comfort that are synonymous with the brand. The 300 SL, renowned for its iconic gullwing doors, signifies a breakthrough in both engineering and aesthetics, making it a beacon of innovation. Meanwhile, the W 201 Evo II’s focus on performance and streamlined style represents a more contemporary chapter for Mercedes-Benz that continues pushing the limits of automotive technology and design.

Dima Konjaria, known as “Konji,” mirrors this journey but adds his unique flavor by specializing in digital automotive design, and going beyond traditional CGI. His work elevates cars to the status of art pieces, showcasing them in ways that blend light, texture, and motion to tell their stories, transforming showrooms into immersive art galleries.

From Anime to Architecture

“Sometimes, my inspiration comes from things that aren’t real, such as anime characters.”

George finds inspiration in a diverse range of sources, from the structural beauty of architecture to the fleeting beauty of flowers and the imaginative designs of Japanese cartoons. These influences are evident in his work, where he combines elements of nature and man-made structures to frame the cars he features, creating a harmonious interplay between the vehicle and its environment. This approach is not merely about displaying a car; it’s about placing it within a narrative that enhances its allure and showcases its design philosophy.

Left: C 111 Concept (George Tyebcho for The Star Magazine, 2025)

Above and Right: Béton Brut - Mercedes-Benz 190E Evo II project (George Tybecho, 2025)

In George’s creative realm, each Mercedes-Benz model is not merely a car but a character with its own story shaped by its era. This approach ensures that the vehicles are showcased in environments that reflect their style and essence, making each CGI creation a tribute to the car’s design legacy. For instance, the sleek aerodynamics of a modern Mercedes-Benz can inspire a futuristic cityscape, while a classic model might be set against a backdrop of vintage architecture, with each element carefully selected to highlight the car’s unique features.

One of George’s most cherished projects is “Spring Delivery,” featuring the R 107. This artwork marked a turning point in his career, inspired by the vibrant energy of the song “Gloria” by Laura Branigan, which helped establish a lively and optimistic tone for the

piece. The response to this artwork was overwhelming, receiving recognition from art galleries and magazines, signaling George’s rising influence in the art world.

“I will continue to focus on cars and other designed objects as the main characters in my stories.”

Looking ahead, George is excited about the possibility of incorporating his CGI art into real-world installations and short films, aiming to bring his digital creations to life in innovative and engaging formats. Meanwhile, Dima continues to expand the boundaries of digital automotive presentation, creating installations that showcase the cars and weave a narrative that viewers can experience on a multisensory level.

Top: R 107 floral display (George Tyebcho) Left: Mercedes-Benz 300 SLR W196S (Dima Konjaria, 2024)
“I will continue to focus on cars and other designed objects as the main characters in my stories. ”

Through their visionary work, George Tyebcho and Dima Konjaria are redefining the intersection of art and automotive design. Their ability to infuse each project with a profound sense of story and place — while drawing from a diverse palette of inspirations in the world around them — ensures that the cars they portray are more than mere machines. They become vibrant characters in rich, imaginative landscapes that invite viewers to dream, aspire, and admire. As they continue to innovate and explore new artistic avenues, their contributions will undoubtedly keep shaping perceptions of luxury cars, making the invisible artistry of CGI an essential aspect of the automotive world’s future.

Top Floral W 123 (George Tyebcho, 2021) Right: W 124 Hammer Coupe (Dima Konjaria, 2024)

1,600-Mile Road Trip With An Electric Mercedes-AMG

Text: Axel E. Catton Photos: Axel and Joanna Catton

Every time I tell people I am testing an electric car, they say the same thing: “As long as you don’t go long distances, you should be fine.” It bothers me that despite significant advances in battery technology, weight reduction, and increased range, the main thing people still want to discuss is how batteryelectric cars are not suitable for long-distance trips. So, I decided to take a fully electric Mercedes-Benz and embark on a really long road trip.

This wouldn’t be my first of its kind; to be perfectly clear, the majority of my EV experiences have involved long trips over several days, crossing countries, going over the Alps, and touring the Norwegian fjords. However, a whole 1,600-mile holiday trip over a few days was a totally different ball game.

I requested that Mercedes-Benz provide me with their most suitable vehicle for a trek like this, and their Norwegian importer, Bertel O. Steen, made a great effort to supply me with a Mercedes-AMG EQE SUV (I’ve never known a car to have three triple-letter acronyms) for a journey across the length of Norway. Now, some of you

may know that 1,600 miles is just one way between the capital, Oslo, and the Barents Sea, and that’s how I had planned it. I chose Norway because it’s Europe’s leading country in sustainable motoring; and has the highest percentage of EVs in both new car sales and the fleet; more EVs have been sold in Norway than ICE vehicles. Additionally, the Norwegian government emphasizes sustainable energy production and consumption, so I was confident we could frame our entire trip under the banner of sustainable travel.

To start our adventure, my daughter Joanna (20) and I boarded the world’s first liquid gas/electric cruise ship, the MS Pollux, operated by Havila Kystruten. For those who have been on a Norwegian cruise, you know that entering this northernmost country’s majestic fjords is truly a once-in-a-lifetime experience. Come 2026, only fully electric ships will be allowed in Geiranger Fjord, the King of all fjords. At this time, Havila is the only cruise company allowing a fully electric operations in and out of the fjords. Compared to popular cruise ships in the U.S., the Pollux may seem tiny, with a maximum guest capacity of just 640 passengers, but this was our preference.

Brand new, beautifully equipped, and even in gas mode almost eerily silent, the Pollux cruise is a oncein-a-lifetime experience. We flew directly to Bergen, Norway’s westernmost city, and boarded the Pollux for a weeklong trip with nearly 60 stops (some during the night) along Norway’s rugged coast. Upon arriving at North Cape, Europe’s northernmost point, we left the cozy confines of Pollux and found an Emerald Green metallic 2024 Mercedes-AMG EQE SUV waiting for us at the deserted Norwegian port, ready for the 2,500 km (about 1,553 miles) journey back down to the capital.

The EQE requires the additional acronym SUV since there is an identically named EQE sedan.The EQE is the mid-size SUV in the EQ lineup, larger than the city-friendly EQA and EQB but notably smaller than the EQS, which is better suited for wide American roads and parking spaces — and now, of course, the all-new electric G-Class. While we explored fishing villages and navigated narrow coastal roads, boarding

numerous ferries along the way, the EQE proved to be perfectly sized, both inside the cabin and in the luggage compartment. It seats five, with four very comfortably, in SUV-like upright seating positions, and the front seats are both incredibly comfortable for an AMG and expectedly grippy for spirited cornering. With the rear seatback upright, there’s 18.3 cu.ft. of luggage space, which could theoretically be expanded to 59.2 cu.ft.

The AMG version features AMG-specific motors in both the front and rear, delivering all-wheel drive (AWD) capability with a total power output of 460 kW. The peak torque is an enormous 701 lb-ft (and even 738 lb-ft when utilizing the short-time burst function). Mercedes-Benz officially claims an acceleration time of 60 mph in just 3.4 seconds, which seems entirely credible. Despite weighing about 3 tons, largely due to the substantial 96 kWh battery, the performance is extraordinary. In any case, it is more than you could ever need.

Now, your main concerns will be three things, so let’s address them right away. How far did the AMG EQE travel between charges, how long did the charges take, and was it difficult to find stations in rural areas? While the EPA estimated range for the most powerful EQE SUV variant is 230 miles, the European estimate is calculated differently and claims up to 282 miles. In reality, we achieved between 250 and nearly 300 miles between charges; given that average speeds in Norway are very low, this mostly constituted a day of driving. What’s noteworthy, though, is the Norwegian charging infrastructure.

As our test car had been driven to the North Cape by an associate of ours, it hadn’t been fully charged. While we were on one of the most isolated islands, we needed to check for Mercedes-Benz-compatible chargers (those that accepted our Mercedes-Benz charge card) in the area. It turned out that just a few hundred yards from where we found the car, we had a 300 kW charger all to ourselves.

Mercedes-Benz quotes a charging time of 32 minutes to refill the 96 kWh battery from 10% to 80%, a figure we can confirm after our 1,600-mile trip. However, since we were on the road and usually charging at night, we always made sure to charge fully to 100%, which provided us with extra miles. On our first day, we left the North Cape and made our way 150 miles to our first stop in Alta. The yurt-like tents at Glød Explorer offered an adventurous start to our land portion of the tour. The location is wonderfully off the beaten track, nestled in the forest, and features a free charger, so we began the next day at 100% with an indicated range of 290 miles at no cost. We took advantage of the national road E6, which is wide and easy to drive, covering 231 miles. Thus, we didn’t need to charge, even though the trip took over six hours. In the evening, we headed to a nearby garrison town for a no-nonsense pizza dinner. Meanwhile, the 350 kW fast charger had us back to 100% before we returned to the car.

Top left: The North Cape Sphere notes Europe’s northernmost point and the start of an epic 1600 mile adventure; Top right: Apparently all roads lead to Narvik, Norway’s northernmost city; Bottom: The Bryggen area of Bergen is a UNESCO World Heritage
“I skipped a five-course dinner with wine tasting and spent another three hours carving along the water’s edge just to reach the hotel by 10 p.m. If that doesn’t convey everything you need to know about how enjoyable driving powerful EVs can be, I don’t know what will.”

No trip to Norway’s northernmost region would be complete without a stop at the charming Saltstraumen hotel. Saltstraumen is a small strait renowned for having one of the strongest natural currents in the world. I had ensured there would be charging at the hotel where I arrived at midnight, but there wasn’t. I had only 20% battery left, and the nearest charger was about a 20 minutes away. This far north, it remains bright even in the middle of the night, and I felt uneasy not knowing if I would be okay the next day. So, I trudged the 20 minutes to the charger and spent 55 minutes contemplating my options.

The next day turned out to be perhaps the most memorable of the entire 1,600-mile trip. I left the municipality of Bodø heading to a beautiful and quaint hotel called Hildur’s Urterarium. It’s located far out on the coast near Brønnøysund and can be reached via most of the main E6, covering 284 miles with one charge in the middle of the day. However, Visit Norway’s lovely Rigmor Myhre had tempted me with a coastal route involving no less than three, perhaps even five ferries. The further west I traveled, the greater the scenery became — but more often than not, the road was interrupted by ferries taking between 10 and 30 minutes. But it isn’t the travel time that matters; it’s the waiting that’s crucial. Rigmor had given me a day agenda with military precision, laying out which ferry I needed to take to manage catching the next one.

I exited the E6 in Mo I Rana and headed west on 810, then took the 17 along the coast, which is one of the most magical rides imaginable. Rugged rocks, green heather, and rushing coastal waters entice you while you manage a maximum speed of about 35 mph. By 6 o’clock, I realized that if I wanted to reach Hildur’s hotel in time for dinner, I had to leave the beautiful, winding Route 17 and return to the main road to dash home the remaining 100 miles. By then, I had spent nine hours in the EQE and could have just called it a day. But the area was so wonderful, driving was so fun, and the car so responsive that I called Rigmor and asked her what she thought I should do. Her response said it all. Just by mentioning that I was even considering it, I had made my decision. I skipped a five-course dinner with wine tasting and spent another three hours carving along the water’s edge just to reach the hotel by 10 p.m. If that doesn’t convey everything you need to know about how enjoyable driving powerful EVs can be, I don’t know what will.

Host Aina Solbakken had promised charging on-site at the hotel, as she herself charges her EV there. Alas, despite making a connection, the EQE refused to accept any charge. I was exhausted, and so was the car. I tried again the next morning and encountered the only real glitch in the trip. The local town had only five chargers, none of which worked for me. Some had the wrong plugs, others were out of order, and the one I could have used was constantly blocked. I was told the best chance was 17 miles away in a bigger town. I had about 27 miles left in the battery, so I went on. Having switched to energy saver mode, I arrived with 17 miles left in my battery, at 3%. The whole process took a little over an hour, but I was very happy I didn’t get stranded anywhere.

Hildur’s was a quaint seaside experience, but I was heading back into civilization. The drive down to Trondheim turned out to be another magical experience. Yes, you could go straight down taking the E6, but a Swedish friend helped me map out a little string of pearls, bringing me along the 769, then on ever smaller routes 17, 715, and 720. These are winding, remote roads that go through a very forested region, with lakes dotted along the way. I was almost entirely on my own, and with the AMG having such a low center of gravity, I may have taken some of those many corners in a more spirited way than usual for Norway.

I spent the night at Nidaros Pilgerimsgård, a pilgrims’ hotel located right next to the Nidaros Cathedral, a must-see for every visitor. Before heading to Oslo, I wanted one more night in the wilderness. I aimed for Haugseter hiking cabins nestled in the middle of the Jotunheimen mountains, about 3,500 feet above sea level. It’s quaint, beautifully located, and has that off-the- grid feel I was after. There was no charging available at the location, but I knew that. Instead, I was pleasantly surprised by visiting head chef Odd Bjørung, who runs an exclusive chalet nearby with private helicopters and Rolls-Royces. He was visiting and had prepared reindeer lasagna for the guests that evening, excellent food in the middle of nowhere.

Opposite-top: The Nidaros Cathedral in Trondheim, the world’s northernmost medieval cathedral, dates back to 1070; Opposite-bottom: Hyperchargers were plentiful even in the most rural areas, Top: 325 miles maximum range using the saver mode; Bottom: Numbers don’t lie. Total distance 1594 miles, 34mph average and power consumption of 22.2 kWh per km, or 35.7 kWh per mile

Just like that, I was heading down to Oslo, the final stop of my trip. Perhaps just to demonstrate the full extent of Norwegian hospitality, my lovely friends at VisitOslo connected me with Marianne Wollan, who rents out a place in downtown Oslo’s “barcode” district called Little Venice. It’s a super upscale apartment surrounded by water and within walking distance of all the highlights in Oslo. That is certainly a great way to visit the city.

Meanwhile, my AMG was parked in the underground garage, where every parking spot had its own charger. At 9 a.m. the next morning, I returned the green Mercedes-AMG EQE 53 SUV fully charged to Bertel O. Steen’s premises. Would I miss it? You bet. Would I buy one if I had the money? Likely. This epic 1,600mile trip proved that the Mercedes-AMG EQE 53 SUV is definitely one of the most impressive and best electric SUVs available.

“ This epic 1,600-mile trip proved that the Mercedes-AMG EQE 53 SUV is definitely one of the most impressive and best electric SUVs available. ”

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The Drive Within: How High-Performance Vehicles Fuel

Self-Efficacy

In the world of car enthusiasts, performance driving is more than a pastime — it is an art form, a science, and, for some, a form of therapy. Whether it is the throaty roar of a Mercedes-AMG GT as it surges down an open road or the tight embrace of your seat as you navigate serpentine curves, high-performance vehicles do more than satisfy our craving for speed; they become integral to our sense of self. From a psychological perspective, the relationship between driver and car can significantly impact one’s self-efficacy or belief in one’s abilities to achieve goals and handle tasks.

The Power of Control

At the core of performance driving is the sense of control. High-performance vehicles like the MercedesBenz lineup are engineered to respond precisely to the driver’s commands, fostering a profound connection between man and machine. This heightened sense of control can bolster self-efficacy by affirming the driver’s belief in their ability to manipulate their environment, even at high speeds.

Skill Mastery

Mastering the art of performance driving requires dedication, practice, and a certain level of daring. As enthusiasts refine their skills — whether through track days, autocross, or spirited weekend drives — they experience incremental successes. Each successful maneuver not only builds technical prowess but reinforces confidence in one’s driving capabilities, thereby boosting self-efficacy.

Feedback Loop

One of the distinguishing features of performance vehicles is their ability to provide immediate feedback. The tangible feeling of acceleration, the feedback through the steering wheel, and the audible cues from the engine all contribute to a feedback loop that informs and empowers the driver. This real-time feedback is vital in reinforcing positive behaviors and skills, further enhancing the driver’s confidence.

Aesthetic and Symbolic Elements

Beyond mechanical performance, a high performance vehicle like a Mercedes-Benz holds aesthetic and symbolic value — elements that play into selfidentity and social perception. Owning and driving such vehicles can enhance status and self-esteem, contributing indirectly to a person’s sense of self-efficacy. When drivers perceive themselves positively, this radiates into other aspects of their lives, bolstering their overall confidence.

Community and Camaraderie

The car enthusiast community, particularly those focused on performance vehicles, provides a support network that nurtures shared passions. Engaging with like-minded individuals offers opportunities for skill exchange, validation, and encouragement, which can reinforce one’s sense of competence and self-efficacy.

Mindfulness and Flow

Driving for enjoyment, especially high-performance driving, requires focus and can induce a state of flow — a mental state where one is completely absorbed in the activity at hand. This state fosters mindfulness, reducing anxiety and providing psychological wellbeing, contributing positively to self-efficacy and life satisfaction.

Overcoming Challenges

High-performance driving presents some challenges, from mechanical failures to personal skill limits. Overcoming these challenges can be empowering, as each victory — no matter how small — assures the individual of their capabilities and resilience.

In conclusion, while the tangible benefits of owning a high-performance vehicle like a Mercedes-Benz are apparent in terms of mechanical marvel and aesthetic pleasure, the psychological impacts run deep. By enhancing control, mastery, and self-perception, these cars become more than machines; they become partners in psychological growth and development. For enthusiasts, the open road is not just tarmac but a

About the Author

The author is a mental health counselor (LPC) pursuing a doctorate in psychology and is a frequent participant in MBCA Performance Driving Academy’s high-performance driving experience (HPDE) events.

Cheryl A. Edwards, LPC Phoenixinspirations1@gmail.com Phoenix Inspirations/Mental Health Counseling RiseMightyPhoenix.com

W 140 S-CLASS 1991-1998

Research and Design

The W 140 is perhaps one of the most controversial Mercedes-Benz models ever built. First showcased at the 1991 Geneva Automobile Show, the new S-Class was highly anticipated. The launch of the W 140 was delayed nearly two years to create the most impressive vehicle possible, resulting in the dismissal of MercedesBenz chief engineer Wolfgang Peter. Every aspect of the W 140 went above and beyond, from its sheer size and imposing design to its innovations and MSRP. This was the first Mercedes-Benz to feature electronicallycontrolled systems in virtually every aspect of the vehicle. Mercedes-Benz reportedly invested over one billion dollars (equivalent to over $2.4B in 2025) in research and development of the chassis. The vehicle was designed by Mercedes-Benz chief designer Bruno Sacco, who always considered the car to be “four inches too tall. “ There were four body variants of the S-Class: the short wheelbase (W 140), long wheelbase (V 140), coupe (C 140), and Pullman (VV 140). Interestingly, the W 140 platform would later serve as the basis for the Maybach 57, known as the W 240 chassis.

Engineering

The W 140 was over-engineered in every way possible. For the first time in an S-Class, the grill was slanted backward and integrated into the shape of the hood. This grill was intended to distinguish the V12 from its counterparts but was eventually adapted into the final design of all models. The 6.0 L V12 swiftly propelled the two-ton beast to 60 mph in just 6.5 seconds. A V16 model was in development, but the project quietly faded away due to time and budgetary constraints. The W 140 introduced CAN bus technology, a system that allowed microcontrollers and devices to communicate with each other’s applications without the need for a host computer. The Adaptive Dampening System (ADS) was introduced, featuring hydraulic suspension designed to continuously adjust the dampening level of the shock absorbers to optimize the vehicle’s performance during high-speed or aggressive driving. The system was also particularly useful if the driver lost control of the vehicle. Parameter steering was introduced, which adjusted the steering wheel sensitivity at low speeds for easier maneuverability. In 1995, the Electronic Stability Program (ESP) was released on the S 600 Coupe. In 1996, the W 140 was fitted with the Brake Assist System (BAS), which reassessed brake boost in emergency situations to provide the driver with maximum braking power with minimal effort. Side

airbags and seat occupancy sensors were introduced in 1996. Several design nuances were a by-product of the vehicle’s mass. The W 140 was so large that vehicles could not clear railway tunnels during shipping, leading to the invention of power-folding mirrors. Rear power telescoping parking aerials were fitted, as drivers could not see the rear corners of the vehicle while reversing. The W 140 featured a vacuum-operated soft close feature for all four doors and the trunk, as the weight of the doors made them challenging to close for some drivers.

Interior

Take a seat inside the W 140, and you will understand why this road fortress has amassed such a dedicated fandom over the years. The interior is among the most comfortable and quietest of any vehicle you will experience. The road noise, or lack thereof, is partially due to double-pane and vacuum-insulated glass. All four windows were operated via one-touch up/down convenience buttons. The front and rear seats are equally comfortable and spacious, eliminating any rivalry between occupants. Front seats are 12-way powered with three memory functions and lumbar support. Orthopedic seats were available as a costly option. These seats feature several air cushions that can be inflated to find the perfect seating position, along with inflatable side bolsters. Vehicles may be fitted with a rear reclining bench seat or a 2+2 seating format with a center console. All the aforementioned seating options were also heated, of course. Dual-zone climate control came standard, while quad-zone climate control was available as an option. Every W 140 was equipped with an activated charcoal filter to keep foul odors out of the vehicle. The climate control system also introduced the REST feature, allowing residual heat to circulate throughout the cabin for up to twenty minutes after the engine was turned off.

Technology

Comfort and convenience were not just intended for passengers; the W 140 also introduced an array of driver convenience features. An 11-speaker Bose sound system with a trunk-mounted 6-CD player was available. To complement the luxurious sound system, an optional cell phone and dial pad were integrated into the W 140 dashboard. The power folding mirrors were heated and later offered electrochromic dimming features. Additionally, it had several other notable features, such as rain-sensing automatic wipers that adjusted their speed based on the intensity of rainfall.

The 1995 S 600 Coupe was the first Mercedes-Benz to feature satellite navigation in certain markets. In 1996, the Linguatronic voice control system and the sonarbased Parktronic parking system were introduced. By 1997, the TELEAID emergency tracking system, Xenon headlamps, and rain-sensing wipers had been added. The interior rearview mirror was initially power-operated and connected to the driver’s memory functions; however, this feature was later removed as many drivers had damaged the mirrors by manually adjusting them.

Primary Models

The W 140 saw the introduction of an entirely new generation of Mercedes-Benz powerplants. The 300 SE was equipped with the 3.0 L inline 6-cylinder engine. The 400 SE and other variants were fitted with the 4.2 L and 5.0 L M119 V8 engines, respectively. The flagship model was powered by the 6.0 L M120 V12. Additionally, there was a dieselpowered 300 SD.

Facelift

In 1994, the entire Mercedes-Benz lineup underwent a revision to its nomenclature. The “S” now precedes the model number. The 300 SE, 300 SD, and 600 SEL were now designated as the S 320, S 350, S 420, S 500, and S 600. All vehicles were equipped with a 4-speed automatic transmission. That year also saw a facelift to soften the bulbous exterior lines. Beginning in 1996, these models were offered with a 5-speed adaptive automatic transmission. While manual transmissions were available in some countries, they were not offered in the United States. Starting in 1998, coupes were renamed to CLClass, becoming the CL 500 and CL 600. Production concluded in 1999, with the S 500 Grand Edition limited to 600 examples. In a farewell to the beloved W 140, an obituary in the Frankfurter Allgemeine Zeitung stated, “The S-Class was always better than its reputation … The S-Class was a giant that had been taught to dance on the point of its toes. “

A Modern Perspective

This S-Class has managed to remain relevant in today’s world. The W 140 was equipped with features that many modern cars have yet to adopt. Safety, performance, and comfort are still impressive even to day, as this S-Class is praised for what was frowned upon upon its release: its size and road presence. Although there is a tiger under the hood, this S-Class still purrs like a kitten.

Checkpoints

• Inspect the body for rust. Although they tend to be durable, they can rust in northern climates.

• Inspect all convenience features for electronic gremlins.

• PSE pump (pneumatic system equipment pump) failure due to vacuum leaks.

• Inspect motor mounts. They are fluid filled, and can cause vibrations at idle if collapsed.

• Pre-1996 air conditioning evaporator leaks (requires disassembly of entire dash).

• Biodegradable wiring harness (1993-1995). Ensure wiring harnesses have been replaced, This is a very costly repair, and in some instances, parts are no longer available Rear window regulators known to fail. Inspect for clicking noises.

• Power steering pump leaks. On V12, power steering pump is a tandem pump that powers self-levelling suspension.

• Inspect the LH-Jetronic fuel injection. If it is not driven regularly, inspect for leaks and smooth running from cold start to operating temperature.

• Service records are key.

Reasons to buy

• State-of-the-art safety features for its time.

• Exquisite presence on the road.

• Highly isolated ride.

• Mechanical components are reliable and have withstood the test of time.

• Electrical components have proven their durability.

• High build quality.

• Corrosion resistance is substantially better compared to its predecessor.

• Relatively low purchase price.

Reasons not to buy

• The first generation of electronics can be troublesome; make sure that updates or replacements are arranged.

• The S 350 Diesel is referred to as the “rod-bender. “

• The cost of service for V12 models is substantially higher than that for 6- and 8-cylinder models.

• Diagnosing certain issues in pre-OBD-II cars may prove challenging.

• Fuel consumption.

Above: Mercedes-Benz W 140 S-Class, with a design interior.

MECHANICAL FUEL INJECTION: A GUIDE TO DIAGNOSIS AND ADJUSTMENT

There is a certain mystique about the Mercedes-Benz marque that has led many prospective buyers to gravitate toward — or shy away from — classic examples of the brand. Ultimately, this stems from the many mechanical innovations that have made their way into the engine bays of these cars. Among the most fascinating of these innovations is the use of gasoline mechanical fuel injection, which can be rewarding when functioning perfectly and confusing when it is not. The following article serves as a guide to troubleshooting and correcting mechanical injection issues in six-cylinder Mercedes-Benz engines.

Common Issues on Pumps with Pneumatic (Vacuum) Governors

Initially, Mercedes-Benz fitted direct gasoline mechanical injection to the 300 SL, followed by the W 188 300 SC and the W 189 300 d. These early pumps used a pneumatic governor, similar to diesel pumps of the era. This system is relatively straightforward, but there are a couple of simple issues most mechanics ignore or don’t understand, so the responsibility becomes yours. Because these articles are written for those who work on their own cars, a rarity among 300 SL owners, we are going to begin with the system used on the 1958 300 d. This was a six-plunger pump with a coolant-operated thermostat, a mechanical fuel lift pump (mounted on the side of the main pump), and a separate oil supply. Before going headfirst into the diagnosis of these pumps,

the sump must be full of clean oil, and the fuel tank must be clean and free of any rust. Fuel filters must be fresh, and the top seal of the filter canister should be renewed. As with all Bosch mechanical pumps, this one uses a camshaft that acts on six plungers with timed fuel delivery. A vacuum governor controls the delivery rate of the fuel supply. It delivers the least amount of fuel under a high manifold vacuum, and under heavy throttle, when the vacuum diminishes, it provides the greatest amount of fuel. Under high vacuum, the vacuum governor travels to the back of the pump. We will talk about how to adjust this governor in the upcoming paragraphs.

This fuel injection pump has no mechanical linkage, so the examination of the spark plugs and the smoothness of the idle are the main determinants of a good mixture. A lean mixture will cause stumbling and shaking, while a rich mixture will be unsteady, and there will be a pervasive exhaust odor, black smoke, and a possible stumble off the line. The amount of fuel used should be better than 12 miles per gallon. The idle mixture on these pumps is determined by the air-fuel ratio as well. These engines should not produce black smoke at idle, so consider the idle mixture when adjusting the governor, as it affects the entire range. There is an air adjustment screw on the throttle housing that can be used to adjust idle speed and lean out the mixture. There is also a dipstick located on the outboard side to check the oil level for the pump. Checking the oil for cleanliness and the correct level is critical.

Let’s begin with cold starting. There is a cold-start injector on M188 and M189 engines that fires off with the starter, giving the engine an extra shot of fuel. This unit is located on the intake manifold, by the venturi for the throttle. The operation of this unit is signaled by a thermo-switch on the water supply pipe (located on the intake side of the engine, with a single wire connector), which closes when the coolant temperature dips below 30 Celsius (100 F) If this connection is poor, or interrupted, then the cold start injector will not work. To determine whether the cold start injector is working, hook a test light up to the power supply terminal at the cold start injector (be sure to ground the other end of your test light on the engine). Your power supply is in order if it lights up during cranking. Check for fuel supply to the cold start injector by cracking the supply line with the ignition and electric fuel pump switched on. If you feel the cold start injector is not working, induce a 12-volt power supply and see if you can smell

gas in the intake afterward. If the needle in the cold start injector is frozen, you can either remove it and soak it in diesel fuel or send it to a reputable service provider for repairs (Fairchild’s in Van Nuys, CA, for example). Be sure to ascertain that the cold start injector is not stuck open.

If the engine starts but stumbles and puts out a lot of black smoke until it warms up, don’t panic. It simply means that the thermostat and its companion idle air valve need adjustments. On the top of the pump is the fuel injection thermostat (located in a four-inch-tall metal tube), fed by a set of water lines from the engine. The thermostat, when cold, contracts, allowing the linkage it acts on to induce a richer mixture for cold running. The rising water temperature causes this thermostat to expand, which acts on the internal linkage of the pump and leans out the mixture as the engine warms up.

The idle air valve feeds the engine extra air to offset the extra fuel during cold running. This valve is also controlled by the thermostat and is located on the top of the injection pump. An intelligent diagnosis can be performed by sticking one’s finger on top of the small air hose that descends from the air filter to the injection pump. If it is pulling a fierce suction, then the air supply is clear and unobstructed, and your fuel supply is simply too rich. If the airflow is weak, you need

to remove the thermostat and idle air valve assembly from the top of the pump and adjust the airflow rate; there is a complicated adjuster inside the housing itself. This adjuster uses a pair of large, flat nuts mounted on a shaft. The top and bottom of the adjustment set the travel range of the air slide valve, with the upper nut limiting cold idle and the bottom nut designed to provide a baseline for warm idle. I would suggest looking at the service manual covering the 300Sc if you want to learn more about these adjustments (section m33). If the engine is too rich at idle, there may be a hole in the pneumatic governor, or the fuel mixture adjustment is too rich. If the mixture fails to lean out as the engine heats up, the thermostat is not expanding, or there is too much corrosion in the thermostat housing, and the movement of the thermostat is suppressed by a frozen piston in the air valve.

Lean-running M188 and M189 engines typically miss, sputter, and struggle when going uphill, and this is because the injection pump diaphragm’s throw needs to be adjusted. On the rear of the injection pump is a 32 mm nut, which allows access to the diaphragm. This diaphragm is the governor, and on the end is a screw with a lock nut. Backing the screw out will richen the fuel mixture, giving the engine more power. As you adjust this mechanism, be sure to occasionally check your spark plugs for fouling and black soot all over the electrode. In these engines, I prefer to run a Bosch

W7DCO spark plug, instead of the prescribed W5DCO. If you see too much soot, then your mixture is too rich. Adjustment takes patience.

Opposite/Above Top/Bottom: Components of mechanical fuel injected two- and six-plunger injection pumps.

Component type

Injection pump thermostat

Idle adjustment screw

Cold start solenoid or cold start injector (also called “starting valve”)

Function

Allows the engine to transition from cold running rich fuel mixture to warm mixture

Allows adjustment of warm idle speed

nitiates cold starting by firing a minute amount of gasoline into the intake manifold during cranking. A

7 mm screw on the side of the injector body should release fuel only when injector is activated. It should not release fuel at any other time.

Aneroid compensator

Starting solenoid

Cold start injector relay

Adjusts fuel mixture for altitude

Moves fuel rack during cold starting

Initiates cold start injector during cranking.

Thermotime switch

Allows power flow to cold start injector relay when engine is cranking

Fuel damper

Fuel shut off solenoid (1968-71) and switch

Air slide valve

Regulates fuel flow back to tank

Shuts off fuel on deceleration

Allows extra air into intake during cold running cycle

Location

On top of the injection pump, on the rear, behind delivery valves

On the intake manifold, outboard side (M127), or at the front of the manifold (other models)

Physical description

A tower with two water lines going in and out.

Large slotted screw, wrapped with a spring.

On the intake manifold, right side, middle. Round solenoid with one electrical connection, a large metal air line entering it and a small fuel line coming in at the front.

On top of injection pump, behind delivery valves Resembles a mushroom, in that it is flat and round, with a 19 mm fitting at the base for removal.

On rear of injection pump, usually the top solenoid, or on the top of a two-plunger pump.

Engine firewall center (W 128/W 111/112), inside of left front fender (W 113), engine firewall passenger side (W 108/109).

On left side of cylinder head mounted on a cast iron fixture between cylinders two and three. After 1970, on the rear left side of cylinder head by cylinder five and six.

A round solenoid with one or two electrical connections held on by screws.

A four-pin silver or black relay.

Small switch with white porcelain head and two connectors attached with screws.

Immediately off of injection pump fuel return Round disc with a fuel line coming in and out, about three inches in diameter.

On bottom rear of injection pump (solenoid), and on firewall accelerator linkage (switch).

On top of injection pump directly below thermostat

Round solenoid with single wire (solenoid), small gray switch with two green wires (switch).

Aluminum housing with a small round air filter on inboard side and a black rubber hose going to a metal pipe. Directly below injection pump thermostat.

Fuel supply pump

Electric pump that supplies fuel to engine

Under the car, to the left of the fuel tank, by rear axle

Prominent silver pump with two fuel lines and two electrical connections

Taming the Two-Plunger Pump

Before we begin, please look at the following photos and table.

Starting with the 220 SE in 1958, Mercedes-Benz switched over to a twin plunger injection pump with a mechanical governor. This pump was used on the 300 SE from 1961 to 1964, and on all W 128 and W 111 220 SEs. These pumps are fairly simple and incorporate separate adjustments for the cold start, main mixture and idle mixture. They still use a separate oil sump, so ensure you have good, clean engine oil in the pump. Also, these pumps use a mechanical linkage that acts on the air supply and fuel supply, so make sure that your control rods are adjusted to the point they snap onto their respective ball sockets without any movement of the linkage or the controlled mechanism. Early M127 and M189 engines don’t have a specific defined length, but you should not have to preload the intake side or the fuel injection side to attach the linkage. Also, all six-cylinder cars have an adjustment screw at the air intake. At idle the air intake flap should be closed all the way. The flap adjustment consists of a stud with a slot cut for a slotted screwdriver and a 10 mm lock nut. All M127 engines and later use this adjustment. I often find that it must be adjusted for wear, and frequently, inexperienced technicians try to use this as an idle adjustment. It should be adjusted until closed all the way, but without binding.

The cold start injector (on the intake) on these engines now uses a two-terminal switch (thermotime switch). When the switch closes, power is transferred to the cold start injector, but only when the engine is cranking. These electrical connections, due to corrosion issues, are always suspect. Relays and the switch itself are almost always blamed for problems with the cold start injector, so before you start replacing parts, check the two pink wires that connect to the thermotime switch.

These pumps have a starting solenoid on top, and if you are experiencing cold starting issues, check it for power supply and function. The solenoid only works when the engine is cranking. If the solenoid is receiving power and ground, but is inoperative, it should be exchanged. Failure is rare. Keep reading and I will tell you how to adjust these solenoids.

If your cold idle is weak, you should probably remove the thermostat housing and air slide valve and clean them. Ensure the air slide valve can move freely from open to closed position. Thermostats also fail to extend, so keep an eye on them. If the cold idle is weak, removing the thermostat will yield access to the air slide valve. There is a 6 mm Allen screw in the center of the valve that can be used to adjust cold idle speed. It’s also not a bad idea to boil the thermostat and ensure it extends and contracts when cold.

Main Rack Issues

Main rack adjustment issues are easy to diagnose. If you have good fuel supply and engine still runs lean, has no power, and, if equipped, the automatic transmission shifts hard, you are probably running lean. If you hear popping and sputtering under moderate acceleration, then you are running lean.

When minor adjustments to the main rack are needed, removing the aneroid compensator and adding a shim between the base of the compensator and the pump body can richen the mixture and help the lack of power. However, more obvious and stubborn lean running issues require a main rack adjustment.

The main rack is reached by removing a large, slotted plug in the rear of the pump housing. Behind this plug is a tiny slotted screw. It is easy to miss, and you must stick your slotted screwdriver about two inches into the pump to find it. It is also somewhat impeded by the internal linkage. Turning this screw out will increase the throw of the main rack, allowing more fuel to reach the injectors. The screw should be adjusted in increments of a half turn until you feel you have achieved the best driving characteristics possible. As you turn the screw, you will hear a click each time the screw turns about 45 degrees. When you have reached an adjustment that

yields a highly favorable result, the screw should be fine-tuned in increments of one “click” fore or aft until you have relatively clean spark plugs, a good amount of power, smooth shifting from your automatic gearbox, and no minute surging at 60-70 mph. If you have air conditioning, factor this into the pump adjustment. Your cold running will improve as well.

Idle Adjustments

When you are finished, you will find that your idle might be slightly rich. Here’s how to resolve that issue. There is an external thumbwheel located on the bottom rear of each injection pump. It can only be adjusted with the engine off. Backing it out results in a leaner mixture, while screwing it in creates a richer mixture. Please refer to the adjustment table to learn how to use the rack position bolt at the front of the pump.

To determine how rich or lean your idle is, snap the upper ball socket off the injection pump linkage. The engine must be warm and idling. Add just a little air using the intake side of the linkage (without actuating the fuel injection pump!) and see if the engine speed increases smoothly. If such is the case, shut off the engine and back out the idle adjuster in increments of two or three clicks at a time. During testing, when you open the intake side of the linkage, the RPMs may increase a little bit, but they should not get smoother, and movement of the linkage past the 3 mm mark should yield a severe drop in idle speed. For best results, perform these tests with the engine in drive, with the idle solenoid disconnected, and another human being operating the foot brake and the parking brake, so no one dies.

If your idle mixture is too lean, and adding even a tiny bit of air induces a stumble, screw the adjuster inward until the best idle is reached. If you have AC, turn it on, and if you have an automatic, again, the best result is attained with the tests performed while the car is in drive. Finally, these pumps have their own oil sump, which can be checked using a dipstick in the rear of the pump. This design characteristic carried over to the six-plunger pumps until 1968.

The Perfect Pump: Six-Plungers

The six-plunger pump with a mechanical governor debuted on the 230 SL in 1963, and the 300 SE in 1964. These pumps use the thermostat from the earlier two plunger version, the thumbwheel screw for idle adjustment and the same internal rack adjustment as the two-plunger pump. They are far easier to adjust, however. Using the W 108/109/111/113 service manual, set the correct lengths of your linkages, and then adjust the input rod from the gas pedal to catch up. There is a hole in the linkage stand on top of the valve cover you can use to set the basic position of the linkage. After you adjust your air intake venturi, you can adjust the linkages. Again, when attached to the fuel and air side, no manipulation should be required

Above: The two plunger injection pump as seen on an M127 engine; Opposite: Fuel pumps.

to make the ball sockets fit. It’s okay to deviate from factory settings to attain this result. After all, almost 50 years have passed since these cars were new.

1970 and later, cars use a spring-loaded accelerator control rod on the intake side. This “slip linkage” should be adjusted without compressing or extending the linkage itself. In other words, it should be in a neutral position. The 1972 six-cylinder 280 SE also uses a dashpot on the intake. There should be 1 mm of clearance between the air intake and the dashpot when the engine is idling in park.

After you adjust your linkage, set your idle speed with the engine warm. 900 rpm in Park is a good target. Again, you can use the aneroid compensator to adjust the mixture. Again, if this doesn’t work to your satisfaction, use the main rack. On these pumps, the main rack is easier to adjust. To get to it, you can remove the starting slotted screws. This gives easy access to the rack screw on early versions.

Later on, Mercedes-Benz moved the rack screw over a bit and hid the adjustment with a 5 mm Allen screw. This screw is located between the top and bottom solenoid on a U.S. version pump. On pumps that have no solenoids, you may see a lone 5 mm Allen screw on the back of the pump. A tiny, long, slotted screwdriver is still needed, and turning the rack screw out still richens the mixture.

Cold Running Issues

During cold idle the engine needs extra air, and you need to make sure that the air slide valve is open when cold and almost fully closed when hot. You can check this by removing the air filter on the air slide valve, which requires a thin 22 mm wrench. Full operating temperature is only achieved after a 30-minute test drive, so make sure you exercise the engine until it is fully warmed up. My good friend Peter Lesler taught me many years ago that if the air slide valve is still open when the car is warm, the thermostat is acting up and should be replaced.

Getting these cars to run right when cold is often a challenge for most owners, but it doesn’t have to be. I frequently check the thermostat for healthy operation, and then I adjust the main rack when the car is warm. The following day, I see if the cold running behavior has improved. After I have sorted out most of the warm running issues, the cold running issues can be evaluated.

Engines that stumble and run lean when cold but feel good when warm may be missing a few eliptical shims between the thermostat/air slide valve housing and the pump’s body. These shims are critical to the thermostat doing its job, and most cars have at least three, and some needed as many as six. Adding shims will make the engine run richer but may reduce the idle speed. Taking shims away will cause the engine to run smoother and leaner when cold. Also, inside the air slide valve, there are small circular shims, about the size of a dime. If your air slide valve is not opening enough, remove one or two of these shims until you have a positive difference of three hundred rpm between cold and warm idle. Taking away shims extends the “warm-up “ period of the injection pump. These shims are found in the heart of the air slide valve “package”, following removal of the thermostat and removal of the air slide valve from the pump itself. The air slide valve piston should be removed from its bore. It contains a C-clip that retains the shims. A generous amount of air should pass through the air slide valve, but it doesn’t hurt to boil the assembly and then see if it closes almost all the way so that only residual air passes through it.

Warm up device and thermostat held on by two slotted screws. Please use the correct screwdriver bit, as they can be rounded out easily. Warm running characteristics should be re-evaluated after any adjustment to the thermostat. The engine may run too rich and need to be leaned out. Remember, any adjustments to the main rack affect cold idle as well, but not nearly as much on these as on cars with the two-plunger pump. When warm, you shouldn’t feel any hesitation off the line, and there should be no missing or skipping at speed.

Difficult starting on six-plunger cars can originate from two areas. The damper diaphragm can rupture (as identified by Aaron Householder), leading to excess fuel draining (Note: this is also possible on any two-plunger example with a damper). Another source, shared with me by Keith Morgan, involves the failure of the starting solenoid on the back of the pump to extend far enough. In this case, the solenoid should be removed and adjusted in increments of one turn until the engine starts within four seconds. Occasionally, these solenoids fail and should be tested for both power supply and response to power supply. Please make note about rack test screw.

Finally, we are going to touch on issues related to altitude. In a situation where you are higher up, removing the round aneroid compensator on the top of the pump and installing a shim or two will induce a richer mixture. Additional adjustments to the main rack also help, but don’t forget to check idle mixture when you are done. Mechanical injection, when working right, is a blessing in disguise, making our classic Mercedes-Benz powerful and reliable. Don’t ever be afraid of it. Instead, commit to learning its inner workings, and you will love your classic Mercedes even more.

Component Adjustment Method

Component type Adjustment method

Air slide valve

Removing shims increases cold idle

You know when it’s right when...

You have an extra 300 rpm at cold idle

Idle adjustment screw Turning the screw in lowers the idle You are idling at 900 rpm in park, but with some adjustment up and down as needed

Main rack screw

Backing the screw out makes the mixture richer. Turning it in makes it leaner.

You have no surging or missing at highway speeds with the ac on, and your automatic gearbox shifts nicely. Your plugs should be nice and white with a brown ring.

Aneroid compensator Adding shims between the pump and the compensator richens the over all mixture

Starting solenoid on injection pump

Idle mixture adjustment

F Rack position thread at front of pumpplease insert 5 mm metric screw

Lengthening plunger makes cold starting easier. Shortening it makes warm starting easier.

Backing the screw out makes the idle mixture leaner

Activating linkage (via 5 mm screw) outward will tell you if your idle is too rich. If the linkage activates while cranking, it means the starting solenoid works.

Same as main rack screw.

You have good cold and warm starting by balancing the adjustment out.

Smooth idle, no increase in idle when fuel or air supply is increased separately

For starting solenoid: Screw in 5 mm test bolt to front of fuel injection pump rack (up to Pump R24): push and pull on rack-is it free? Does rack move forward during cranking? (Starting solenoid present through 1969)

For idle mixture:

If engine speeds up when pushing/ pulling on test bolt, mixture needs adjusting.

Pulling on test bolt = if idle speeds up, richen mixture

Pushing on test bolt = lean idle mixture if engine speeds up.

[Moving rod in or out should have little or no effect on engine RPM]

Sequence of Adjustment of the Various Components

Component/test sequence step Adjustment End result Notes

Step 1: Air intake flap 5 mm stud with 10 mm lock nut Fully closed intake flap

Step 2: Accelerator linkage Length of rods using adjustments at each end Linkages attach with zero detent, and no preload on intake or injection pump

Step 3: Air slide valve Shims on top of air slide valve Elevated idle when cold

See service manual for lengths of linkages g.

Step 4: check thermostat Adding eliptical shims between thermostat/airslide and pump body. Slightly rich, elevated idle when cold Check thermostat in boiling water for movement

Step 5: check mixture when driving Aneroid compensator and main rack screw, as needed No surging, subtle missing or hard shifting (automatic) when engine is warm at moderate speeds

Step 6: check idle mixture Idle adjustment screw on rear of injection pump Smooth idle, no increase in idle when fuel or air supply is increased separately

To be performed only when engine is warm and not running

Because this is such a complicated process, to make things a little easier, we included our won troubleshooting chart.

Electronic Distributors For Classic Cars

Symptom or issue Cause Resolution

Very subtle stumbling at mid-range speeds, usually between 45 and 70 mph

Lean mixture

Adjust main rack screw

Popping through intake manifold Lean mixture

Poor fuel economy

Mixture too rich, injection pump thermostat not working

Hard shifting from automatic gearbox even though modulator diaphragm is good.

Lean mixture

Engine dies or stumbles Lean mixture or misadjusted idle solenoid

On 1968-71 USA cars, the fuel shut off solenoid may cause this issue.

Engine smokes black and refuses to respond to any mixture adjustments

Clatter from engine or torque converter housing at speeds between 4070 mph

Injection pump timing roughly 180 degrees out

On cars equipped with two pole aluminum throttle switch on firewall, a misadjusted switch can cause the fuel shut off solenoid to rapidly turn on and off.

Difficulty cold starting Cold start injector not receiving power. Starting solenoid needs adjustment

Difficulty hot starting

Black smoke on acceleration on w189 and w188 when warm

Difficulty starting on m189/m188 engines

No power under acceleration or at high engine speeds, regardless of pump adjustment

Clattering or on/off feeling at 40-70 mph

Ruptured damper diaphragm or misadjusted (too rich) starting solenoid.

Occasional leaking ball valves in injection pump.

Pneumatic governor torn or misadjusted

Leaking fuel injectors

Fuel delivery impeded by weak pump or dirty tank

Adjust main rack screw

Check the injection pump thermostat for full range of motion using the air intake on the pump. Use the rack screw thereafter if necessary. Make sure fuel return line is not blocked up.

Adjust main rack screw until car has more off the line power, and less throttle effort is needed. Thereafter adjust idle mixture

Adjust idle screw, verify adjustments with gearbox in drive.

Disconnect shut off solenoid.

Check end of delivery timing- which should be at sixty degrees after top dead center

Adjust two pole switch on firewall, or better, adjust to where it does not activate at all.

Check thermotime switch connection. Check starting solenoid for power and operation. If necessary extend it by 1 mm. Use 5 mm bolt thread on front of pump to observe movement of solenoid on main rack.

Remove the cap screw on the rear of the pump. If governor is not torn, then adjust screw in center of diaphragm inward.

Remove injectors and soak them in solvent, then try ultrasonic cleaning to reduce leakage.

Remove injectors and soak them in solvent, then try ultrasonic cleaning to reduce leakage.

Check fuel tank for rust and fuel pump for delivery of one liter of fuel per 15 seconds.

Fuel shut off valve or switch acting up. Adjust plunger on fuel shut off valve (same as starting valve) or disconnect it all together.

About The Authors

Pierre Hedary and Keith Morgan share a passion for six-cylinder gasoline-injected Mercedes, especially the 1967 six-cylinder 300SEL with the M189 engine. Both own solid examples of this fabulous and understated model. Aaron Householder’s knowledge has rescued many of us from mechanical debacles. Aaron also enjoys the W 109, but in V8 form, with both a 300 SEL 4.5 L and 6.3 L.

R 170 SLK-CLASS 1996-2004

Retro Roadster Revolution

The North American luxury car market heated up in the early 1990s, and increased competition from new Japanese marques was putting pressure on the established Germans. Mercedes-Benz had to actively defend its long-held market share by expanding its product offerings and attracting younger buyers to the brand.

While Mercedes-Benz was exploring ways to sell a wider range of cars to a broader demographic, Mazda was transforming the entire car industry with the sensational launch of its first-generation MX-5 Miata

in 1990. A near-instant success, the Miata reignited the market for affordable, fun, and even practical sports cars, prompting competitive vehicles to follow soon after. The Germans wasted no time and quickly introduced entry-level sports cars of their own, including the BMW Z3, Porsche Boxster, and Audi TT.

Eyeing a potential opportunity to capitalize on a hot market and attract fresh, youthful buyers to showrooms, Mercedes-Benz embarked on the creation of an entirely new model akin to the SL nomenclature, an acronym for German “sportlich” (sporty) and “leicht” (light), thus adding “kurz” (Short) to form the SLK-Class. Targeting a price point approximately half that of the full-length SL, this addition to the brand’s catalog would be marketed as a more playful two-seater with classic proportions reminiscent of the original 190 SL roadster from the 1950s, for which it shares an identical 94.5-inch wheelbase.

Above: The R 170 SLK 200 launched in 1996. Even with the roof closed, it retains the dynamic flair of its wedge-shaped body lines. The striking Sunburst Yellow color reflects the spirit of the age, and the two power domes on the hood are a throwback to the SL models from the 1950s. The slick design of the light alloy wheels is reminiscent of steel wheels — a pure understatement.

Design

The development of the R 170-chassis SLK began in 1991 under the direction of Bruno Sacco and Peter Pfeiffer, with exterior design work completed in 1993. The world first glimpsed the roadster at the 1994 Turin motor show, where the near production ‘SLK Study’ debuted to international excitement. Series production followed in 1996, with U.S. deliveries commencing less than a year later, in early 1997, for the 1998 model year. The design received positive feedback for its smooth, clean surfaces and long nose with twin bulges on the hood, a nod to the legendary 300 SL gullwing and roadster. Beneath the fresh styling, Stuttgart engineers utilized a modified platform and drivetrains from the W 202 C-Class, allowing for resources to develop new technologies and innovations that would distinguish the model from its competition.

As Mercedes-Benz noted, a brilliant silver concept vehicle with a distinct aura of spartan sportiness caught the industry’s attention. Bruno Sacco, the brand’s Head

of Design at the time, made the company’s aim clear: “We are exhibiting a forward-looking roadster study that delivers a unique synthesis of purist motoring pleasure with all the safety features for which Mercedes cars are renowned.”

A Split Personality

The most novel attraction of the new SLK is the aptly named ‘Vario’ roof, stemming from the German word “variieren,” meaning to vary or change. Now, within 25 seconds and with the press of a button, the driver can transform their Mercedes-Benz from a leisurely open-top roadster into a practical all-weather coupe. A short trunk and a downward-raked side profile with black lower body trim were cleverly designed to disguise the visual height and mass needed to accommodate the metal roof when stowed. While not the first car to feature a power-folding hard-top, the R 170 generation SLK would be the first modern car to popularize this feature and set the standard for dozens of imitators. Even the Mercedes-Benz SL-Class would eventually adopt the folding Vario roof design with the R 230 generation some seven years after the SLK’s initial introduction.

Small But Mighty

As expected from Mercedes-Benz, the R 170 performed exceptionally in all crash testing during its period. Standard safety features included front and side impact airbags, ASR traction control, and passive rollover protection with dual roll bars and a reinforced steel windshield frame. The R 170 was also the first Mercedes-Benz production car to incorporate an ‘ellipsoidal bulkhead’ and advanced crumple zones to control the distribution of forces away from passengers during a frontal collision.

Top: Mercedes-Benz SLK 32 AMG; Bottom: Mercedes-Benz SLK roof opening sequence.

Early Models

At the North American launch, there was just one SLK model to choose from. The SLK 230 Kompressor, sharing the C 230’s M111 inline DOHC four-cylinder gasoline engine with forced induction courtesy of an Eaton roots-type supercharger aka ‘Kompressor’ good for a modest 185 hp and 200 lb-ft. of torque driving the rear wheels through a five-speed automatic transmission. Leather interior with contrasting white gauge faces and carbon fiber-inspired trim were standard, as was a Bose six-speaker sound system. Factory options in 1998 were limited to paint colors, heated seats, six-disc CD-changer, and mobile phone system. Available paint colors included the now-iconic Sunburst Yellow, Bahama Blue Metallic, and Imperial Red.

For the 1999 model year, a six-speed manual transmission option was added, along with a Sport Package that included AMG bumpers, side skirts, and 17” wheels. The 2000 model year saw the launch of numerous special editions in the U.S., featuring multiple designo paint and leather packages, as well as a Limited Edition trim with unique badging on an exclusive Obsidian Black metallic paint color and polished six-spoke EVO II 17” wheels.

V6 Power and a Facelift

Major updates came for the 2001 model year with the introduction of an additional model and visual facelift across the range. The new SLK 320 gave the R170 V6 power with a 3.2 liter M112 providing 215 hp and 229 lb-ft. of torque. The most evident cosmetic updates were to the front and rear bumpers, side skirts, and fender-mounted turn-signal indicators relocated to the rear-view mirror housings. Interior changes included

a new steering wheel and an aluminum and burl wood trim options.

To top off the range, a high-performance model was introduced to the U.S. market in 2002 as the SLK 32 AMG. It features a supercharged version of the 3.2 L V6, delivering a substantial 349 hp and 332 lb-ft of torque, along with wider tires and upgraded braking to handle the additional power. For the final year of production in 2004, a ‘Special Edition’ package was offered on both SLK 230 and SLK 320, which included an exclusive twin-spoke wheel design, fender badging, sport seats borrowed from the SLK 32, a color-matched trunk spoiler, and Silver Arrow-style aluminum gauge needles.

The American SLK

An interesting result of the DaimlerChrysler AG merger in the late 90s was a reskinned version of the R 170 SLK 320, which was brought to market in 2004 as the Chrysler Crossfire. Assembled by Karmann in Germany, it was sold through Chrysler dealerships across the US and Europe. To differentiate and reduce costs, the Vario roof was removed in favor of either a traditional fixedroof coupe model or a soft-top convertible variant. The Crossfire SRT6 performance trim was available for 2005 and 2006, utilizing the SLK 32 AMG’s supercharged

Above: and right: Mercedes-Benz SLK 320, the naturally aspirated V6 variant.

V6. Production officially ended after the 2008 model year, four years after the last R 170 SLK rolled off the production line. Checkpoints

• The folding top should be tested for functionality and for any signs of leaking hydraulics.

• Drive trains have very few major issues but still require regular maintenance. Ensure there is a proper service history and watch for any irregular sounds or misfires.

• Check for potential paint issues on early cars, looking for bubbling or corrosion on the steel body.

• Inspect for clogged drain holes and the condition of the rubber seals.

• Trunk water ingress can damage the PSE/vacuum pump; ensure that the spare wheel well is dry.

• Electronic key fobs are typically NLA (no longer available) from Mercedes-Benz, so purchasing an SLK with a second key is a benefit.

Mercedes-Benz specified transmissions as ‘sealed for life’ for a short period and then reverted to a regular service schedule; ensure the ATF and filter have been changed at the proper intervals.

Reasons to buy

• Fun, safe, and practical for a two-seater. Excellent value for money in today’s pre-owned market.

• Healthy supply of clean examples, many of which were kept as second or third cars with lower-thanaverage mileage.

• Reputation for solid reliability and longevity.

• Simple to maintain and service; most mechanical parts are shared with other Mercedes-Benz models and are fitted with conventional coil-spring suspension.

• Classic design language and long-hood/short-trunk proportions are aging gracefully.

• AMG models represent an underrated performance value.

Reasons not to buy

• Interior plastics and soft-touch finishes are notorious for premature wear and failure. The compact passenger cabin may feel cramped for drivers over six feet tall.

• The power folding top and hydraulics add complexity and are prone to requiring repairs if not exercised and lubricated.

• It is not as performance-focused as some of its rivals.

The R 170 today

The SLK proved to be a major success for MercedesBenz, not only in terms of sales, with the R 170 alone surpassing 300,000 units produced, but also in attracting a new customer base to the brand for the first time. Now, with nearly 30 years having elapsed, the original SLK remains as much a fun, practical, and affordable entry into Mercedes-Benz roadster ownership as ever.

Above: Mercedes-Benz SLK 32 AMG variant.

This Market Report is one I’ve been particularly looking forward to writing. Not that I don’t enjoy all my articles and writings, but in the last 60 days we’ve seen eventful auctions at both Moda Miami and The Amelia and those events typically set the tone for the year (If we’re measuring metrics annually). Between the two events 47 MercedesBenz vehicles were auctioned and while all were notable cars, there were some surprising sales in both directions.

RM Sotheby’s kicked off the season with the Moda Miami auction. With 12 Mercedes-Benz listed and nine of those sold, there were some heavy hitters present, including a 17.3 liter Rennwagen that sold for $8.2M along with a ‘37 540 K that hammered at $2.92M. There wasn’t much to see for those of us outside of the

commiserate tax bracket, but my pick of the litter from this sale was a 1961 300 SL Roadster finished in Fantasy Yellow with matching Rudge wheels. The car sold postauction for an undisclosed price, but I’m willing to bet it’s among the top 300 SL Roadster sale numbers for the color alone.

Broad Arrow had the most Mercedes-Benz offerings among the three brick-and-mortar houses and certainly leaned into the young-timer segment, with half of the cars being examples from the 80s/90s. Leading the pack was a 1986 Mercedes-Benz 500 SEC AMG 6.0 Widebody that hammered for a respectable $522K. The car showed only 3,000 miles and was inspected, physically verified, and researched in the Affalterbach archives by AMG Classic and MKB Manufaktur for the AMG Classic Conversion Certificate, so it’s no surprise it was popular.

The car that left me scratching my head, however, was a 1992 Mercedes-Benz 500 SL AMG 6.0 that sold for $61K. It showed 67K miles and MKB certification along with accurate decals and engine stamps. Those paying close attention will notice that the front bumper is no longer an AMG, but a stock unit. Nonetheless, this was well-bought and should be worth considerably more

with some light tweaking and clean-up. Deals can still be had at some of the high-profile auctions if you stay alert. If we’re sticking to identifying deals and steals, Gooding might take the cake for Q1 2025. With 13 Mercedes-Benz offered and 13 Mercedes-Benz sold, there’s much to unpack with the two-day Gooding & Company sale at The Amelia. The buzz in the room focused on the manual Hammer sedan (1988 Mercedes-Benz AMG 300 E 6.0 Hammer), which was expected to sell well above $1M, with records from Blue Ridge Mercedes-Benz accompanying the sale. Fortunately for the buyer, the car hammered at $753K (nearly $1M short of the Gooding & Co. estimate) making it an absolute steal and handsome investment opportunity. On the other hand, a 1984 280 SL (R 107) captured the attention of bidders and onlookers as it hammered for a very respectable $84K. These cars aren’t the most sought-after, and frankly, they weren’t sacred enough to be truly collectible based on badge alone, but someone in the room was bitten

by the fair weather bug and decided they had to add it to the stable. I’m interested to see if clean 280 SLs see a bump this year.

Nearly 50 cars were auctioned and between all three auction houses we saw an 80% sale-through rate for Mercedes-Benz. In examining the online auctions, there’s always something good to discuss as they run all day, every day.

As we approach warmer weather and perfect driving temps, most Mercedes-Benz enthusiasts focus on the iconic SL. While we’ve been saying the R 129 is underappreciated for years, it seems the outlying examples are dominating the space and conversation among buyers. The first of several notable R 129s this year is a 2002 SL 500 Silver Arrow showing a little over 5K miles from new. It was sold on The MB Market for $71,000 and showed about as well as any Silver Arrow we’ve seen to date. Interestingly enough the car had previously sold at The Amelia via Gooding & Company in 2024 for $63K. We have to wonder if the R 129 market is still increasing given the market in 2024 was higher or are specialized auction houses like The MB Market advantageous for specialty cars?

Two weeks later, Bring a Trailer saw a strong result for another Dean Laumbach-represented example. For seven days straight in the first half of February a 2001 SL 600 Sport dominated online speculation and conversation. The car showed a mere 187 miles at the time of sale and while a large number shouldn’t surprise anyone the winning bid came through at a whopping $186K plus premium. In reflection, the number isn’t shocking given the mileage, but nearly $200K for a facelift R 129 should be noted, as sales like this dictate the market for those seeking estimated values on driven examples.

Readers know I try to be inclusive when writing this report, and while Cars & Bids isn’t as Mercedes-Benz heavy as we’d like, a unique SLK caught my attention as a potential steal for those seeking cheap individualistic drop-top thrills. Finished in a striking designo Electric Green and showing only 42K miles this car should prove that deals can still be hard in an age of transparency. The car sold for $6,001 in early March and checks all the guilt-free boxes: unique paint, low mileage, three pedals, and forced induction.

As I continue to find my footing for The Star’s Market Report, I’m going to dedicate some time to discussing future collectibles and what could be the next popular segment for the next report. This means shifting focus from existing sales and discussing what I expect will be popular down the road. I know we all enjoy this kind of postulation so if you have a hot take on where trends will lead us, I encourage you to reach out and cast your vote/speak your mind. This exercise will be more fun with some engagement.

Rudolf Uhlenhaut was something of a childhood automotive hero for me in the 1950s. For years, he was the personal embodiment of Mercedes-Benz, first as head of the racing department and later as the director of passenger car development. A truly cosmopolitan individual- bilingual, with preparatory schooling in England and an engineering education in GermanyUhlenhaut was half English and all German. He could set lap records on the track, but management would not allow him to risk his neck in actual competition because his engineering genius was far too valuable to the silver star. While the drivers with whom he collaborated, from Caracciola to von Brauchitsch and from Moss to Fangio, grabbed the world’s headlines, Rudolf Uhlenhaut remained the gray eminence, running the show from behind the scenes.

From the time I was a kid, I took pride in being a savant who recognized the true intellectual powerhouse behind the silver arrow racing juggernaut. My family also had a reputed, indirect connection to the great Rudolf Uhlenhaut. You see, back in 1965, my father purchased a Mercedes-Benz finback sedan here in New Jersey. He was a frugal Dutchman who always enjoyed getting the most value for his dollar. Dad bought a leftover ’65 190 Dc from Benzel-Busch Mercedes-Benz in Englewood Cliffs after the successor ’66 200 Dc models had already arrived in the showroom. Moreover, our finback had been a company executive car used by the newly established MercedesBenz of America, also located in Englewood Cliffs, New Jersey, and my father received an additional discount off

the sticker price. I recently found the original bill of sale in a drawer of my late father’s desk, which noted that it was a new car sold with 4,500 miles of executive use on the odometer.

Let’s establish some historical background. In 1965, Daimler-Benz AG bought out the previous importer of star ships for the U.S. market, the Mercedes-Benz Sales Division of the Studebaker Packard Corporation. Apparently, taking advantage of his flawless English and personal charm, Daimler seems to have sent Rudolf Uhlenhaut to this side of the Atlantic to help set up the new, wholly owned sales entity in the all-important American market. That’s where the legend of the Bleimaier/Uhlenhaut fleeting connection comes in. Back in November of 1965, my father, Joseph E. Bleimaier, purchased the executive car that had been driven in the U.S. by Rudolf Uhlenhaut. That is our legend, as far as I have been able to piece it together.

Why would Rudolf Uhlenhaut have chosen a staid compression ignition sedan as his vehicle of choice during his stay in the states? My guess is that he spent all his 300 SLR time in Germany on the Autobahnen, where no speed limits held him back. Driving a super sporting starship on American roads at fifty-five miles per hour would likely have been truly painful. On the other hand, piloting a Mercedes-Benz diesel on the congested streets of the New York metropolitan area was sensible, considering that Daimler-Benz was feverishly planning to actively market diesel vehicles on the southpaw side of the Atlantic.

That 190 Dc which my father purchased on November 22, 1965, is still in our possession today. It is neither a barn find nor a restored trailer queen. Our old finback is the quintessential preservation-class vehicle. It has consistently been licensed and on the road for the last 60 years. For the first eight years, the Mercedes-Benz was my mother’s principal conveyance. She drove it locally and carefully. It was always garaged. According to the Farmer’s Almanac, the late ‘60s were characterized by mild winters with little snow in the Mid-Atlantic states. When it did snow, the Finback stayed in the garage since my mother had an aversion to driving in slippery conditions. Because of limited exposure to road salt, this car has virtually no corrosion.

In 1973, another new car joined our family fleet, and my father wanted to sell the 190 Dc. That’s where I came in. I always had a soft spot for our finback. It was our first postwar Mercedes, as my grandfather had owned a type S Mercedes-Benz back in 1929. I felt certain that we were silver star people. I convinced my father that the 190 Dc had plenty of life left in her, and the used car value was negligible. On the other hand, we had a free corner in the garage. Thus, the finback became a vehicle for occasional use and drives in the countryside. Over the last couple of decades, driving the distinctively styled finback has elicited enthusiastic thumbs up from

aficionados, children, and young teens alike. This is a really pleasant car to drive, with a genuine vintage feel with manual transmission (on the column) and non-power-assisted recirculating ball steering. Handling is startlingly good for the period, with fourwheel independent suspension and front disc brakes. Radial tires mounted in recent years are the icing on the cake. I can keep up with British sports cars of the period when we are driving in classic car rallies on the back roads.

On May 5, 2022, RM Sotheby’s sold a 1955 MercedesBenz 300 SLR for the highest price ever paid for an automobile: $143 million. It was the “Uhlenhaut coupe,” a special car driven by Rudolf Uhlenhaut during his tenure as the head of the racing department at Daimler-Benz. Interestingly, Rudolf Uhlenhaut never owned a car; he always drove company vehicles, including that megamillion 1955 300 SLR … and a 1965 190 Dc.

Now, if the 300 SLR “Uhlenhaut coupe” was worth a cool $143 big ones, how much would you estimate the 190 Dc “Uhlenhaut sedan” should be worth? Well, you won’t find out any time soon. I just cannot sell the Mercedes-Benz which my dear departed parents drove. The fact that it is reputed to have been also driven by the great Rudolf Uhlenhaut is just more icing on the cake.

Text: John Kuhn Bleimaier Photos: Marina Bleimaier
Opposite: Uhlenhaut Sedan: Above: 1965 Finback with Karl Friedrich, age 95 former MB of North America Director of Dealer. Services, former service manager Autobahn Motors, Trenton, NJ, worked on this Finback back in 1965-1970.

AMELIA ISLAND KICKOFF

Thank you to everyone who showcased a MercedesBenz with us as a Featured Club this year at Classic Motorsports Magazine’s Amelia Island Kickoff in March. This event takes place on the Friday before The Amelia weekend festivities begin and is held in Amelia Island, Florida. A very special thank you goes to MBCA Member Curran Stone of Car Toys automotive restoration shop for volunteering at the event and helping to park many Mercedes-Benz vehicles, including his stunning Black Betty, a 1987 560 SL.

Over 30 Mercedes-Benz cars were shared this year! We witnessed some incredible classics and several AMGs. Among the many highlights were a CLS 63 Shooting Brake and a C 63 Wagon, which were never sold in the United States. A big thank you to Darrel Norman for driving from New Jersey to join us! We also saw a 230 SL Pagoda, now powered by a modern 5.4 L M113 AMG powerplant, featuring a six-speed and a five-link rear subframe! Thanks for sharing, Matt Kwiek from Kwiek Classics in Nashville, TN.

Top: Member Curran Stone’s “Black Betty”, a 1987 560 SL, was the first Mercedes-Benz on the show field, driven from SC. Middle-left: Darrel Norman drove his white CLS 63 Shooting Brake from NJ.

Middle-right: Matt Kwiek arrives in his red M113-powered Pagoda from TN. Left: Various paint colors and wheel options to appreciate.

Additional Mercedes-Benz shared by MBCA Members included Owen Hughes, President of the Triangle Chapter, who shared the most vintage Mercedes-Benz at the event, a gorgeous 1958 190 sedan, driven from North Carolina! Scott Horne shared his 1992 190 E 2.6, which he purchased new and drove from the Pittsburgh Chapter in Pennsylvania.

Pierre Hedary of Pierre Hedary and Company, shared a 1973 300 SEL 4.5, the final year of production, from Titusville, FL. Steve Koss of Tour DeLux Rally and his friends shared some AMG GT beasts, driven from South Carolina.

Thank you to FreedomVanGo in Jacksonville, FL, and the team for sharing their shop van, Riptide, as we celebrate the Sprinter’s 30th anniversary and showcase the versatility of a Sprinter! FreedomVanGo is the premier builder of adventure vans on the East Coast. Check them out if you’re in the market.

Many automotive enthusiasts and casual observers enjoy this setting as spectator entry and parking are free. It provides an excellent environment to see a variety of automobiles and history while having wonderful conversations and making new friends. In addition to Mercedes-Benz, we saw rarities and race cars, ’80s icons, and unusual museum pieces.

Left column, top: Member Steve Koss (SC) drove his 2020 AMG GT, and was the first AMG to arrive. Middle: FreedomVanGo shared their Sprinter, “Riptide”. Bottom: by Mike Nichols’ (FL) 1961 190b. Right column, top: Larry Hodson (SC) won “Best Mercedes-Benz” for his 1969 280 SL. Middle: John Olson (GA) won “Best Mercedes-Benz Sports Car” for his 2003 SL 55 AMG.

Bottom: Geoff McKnight’s (FL), E63 S Wagon, Gary Edwards’ (GA), 1999 SL 600 flank

Mercedes-Benz awards included Editor’s Choice: Larry Hodson won Best Mercedes-Benz for his 1969 Mercedes-Benz 280 SL, John Olson won Best MercedesBenz Sports Car for his 2003 Mercedes-Benz SL 55 AMG, and Darrel Norman received recognition from Sunoco for “Best Mercedes-Benz Sedan or Wagon” for his 2013 CLS 63 Shooting Brake, a car that was never sold in the United States.

After the kickoff, MBCA members and guests gathered at Star Social Amelia, bringing together nearly 100 attendees. We enjoyed views of the Atlantic Ocean and watched the sunset from the upper deck of Salt Life Food Shack.

We can’t wait to return next year, and we’ve been approved as a featured club for the third consecutive year! We look forward to seeing you at the 2026 Amelia Island Kickoff and perhaps at other events related to The Amelia!

If you would like to register your car for the Friday afternoon Amelia Island Kickoff, or participate in one or more The Amelia events, consider signing up for the newsletters from Classic Motorsport Magazine and Amelia Concours, and you’ll be notified when registration opens for 2026!

The Amelia: March 5-9, 2026: AmeliaConcours.com

Classic Motorsport Magazine’s Amelia Island Kickoff: Friday, March 6, 2026; AmeliaKickoff.com

SPRINTER CELEBRATES

30 YEARS IN PRODUCTION!

Several unique vehicles were showcased at events held during March as part of The Amelia Concours d’Elegance on Amelia Island, FL. The largest Mercedes-Benz was a very special Sprinter featured at the second annual Classic Motorsports Magazine’s Amelia Island Kickoff, which is held annually in March at Main Park Beach in Fernandina Beach. This event was just a few miles from The Ritz-Carlton Amelia Island, where the Amelia Concours d’Elegance and Caffeine and Community, including RADwood, are held each year.

Specifically, a 170” wheelbase 4x4 Sprinter called Riptide has been transformed into an adventure van by FreedomVanGo, the largest van builder on the East Coast and one of the largest in the nation. Located in Jacksonville, FL, FreedomVanGo helped Mercedes-Benz Club of America celebrate Sprinter’s 30th Anniversary with us recently. The Sprinter caught the attention of esteemed automotive restorers and well-known personalities in the automotive community.

We extend a huge thank you to FreedomVanGo and team members for sharing their day with us!

After receiving recognition from market leaders at Winnebago, FreedomVanGo is now an official Winnebago partner that manufactures numerous Class B (“Camper Vans”) and Class C vehicles based on Sprinter chassis

A community of makers, builders, and thinkers, FreedomVanGo focuses on Mercedes Sprinter (and Ford Transit chassis), including Revels, Storytellers, and Ekkos. Additionally, as an authorized RENNtech distributor, FreedomVanGo provides a range of RENNtech ECU upgrades, engine tunes, and modules in their Van Parts Warehouse. One of the founding partners is a military veteran, and FreedomVanGo offers active duty and veteran discounts on many parts. FreedomVanGo also offers many DIY resources, blogs, and attend events throughout the nation. Visit FreedomVanGo.com for more info.

Did you know that North American sprinters are made in the United States? Mercedes-Benz Vans, LLC (“MBV”), located in Ladson, South Carolina, assembles Sprinter and eSprinter vans for the U.S. and Canadian markets. The plant will celebrate 20 years of production in 2026.

Currently, MBV Charleston employs over 1,600 team members and provides at least 500 additional on-site jobs through its suppliers, with an estimated impact of 16,200 jobs from suppliers and service providers in the region. Moreover, Mercedes-Benz Vans Charleston continues to invest in the local community, having donated over $2,100,000 to local non-profits and schools through STEM programs since 2006 and contributed more than 1,100 volunteer hours.

The production number of Sprinters is projected to exceed five million in 2025. To celebrate this milestone, Mercedes-Benz showcased a special display of the firstgeneration Sprinter alongside the current Sprinter and its battery-electric counterpart, the eSprinter, at the Mercedes-Benz Museum in Stuttgart earlier this year.

Thirty years ago, Mercedes-Benz transformed the light commercial vehicle market with the introduction of the Sprinter. As the first Mercedes-Benz van to carry an iconic name, it changed the light commercial vehicle segment in 1995 and quickly became the namesake of an entire vehicle class. Now, just as then, Mercedes-Benz represents quality and innovation.

The Sprinter continues to impress customers worldwide and enjoys a high repurchase rate, partly due to its popularity among businesses, fleet operators, and upfitters who consistently customize it for various applications. Today, 75% of all Sprinters globally are tailored to meet specific industry needs.

“An Icon for 30 Years,” which highlights the vehicle’s lasting impact on businesses and industries around the globe. “ … For three decades, it has been shaping people’s lives and keeping the world running. Whether

in emergency services, delivery services, in the trades or on construction sites — the Sprinter has established itself as the perfect business partner.” -The production number of Sprinters is projected to exceed five million in 2025. To celebrate this milestone, Mercedes-Benz showcased a special display of the first-generation Sprinter alongside the current Sprinter and its batteryelectric counterpart, the eSprinter, at the Mercedes-Benz Museum in Stuttgart earlier this year.

Thirty years ago, Mercedes-Benz transformed the light commercial vehicle market with the introduction of the Sprinter. As the first Mercedes-Benz van to carry an iconic name, it changed the light commercial vehicle segment in 1995 and quickly became the namesake of an entire vehicle class. Now, just as then, MercedesBenz represents quality and innovation.

-Klaus Rehkugler, Head of Sales & Marketing Mercedes-Benz Vans

Do you have a Sprinter or a Mercedes-based Class B or Class C vehicle story or adventure to share to help us celebrate? Let us know, we would love to hear about it. Editor@MBCA.org

Left and top above: A Sprinter chassis has been converted to an enclosed car hauler, safely transporting a Classic MercedesBenz. Above: A Sprinter outfitted as a personal retreat. Photo: Mercedes-Benz Media.

Top-Above: Mercedes-Benz Media. Middle: FreedomVanGo’s “Riptide” at Classic Motorsports Magazine’s Amelia Island Kickoff. Photo: Joshua Sweeney/Shoot for Details.

195 220 SE. $1,500. Fuel injected, 2.2 liter inline-6, with 4-speed manual column shift transmission. Car was partially disassembled for restoration, all parts are there. Engine does not turn by hand, will require a rebuild. 503.708.0397 allen.c.stephens@gmail.com (OR)

1969 280 SL. Up for auction this Summer via BringaTrailer.com; On its way back from Europe. We bought this car in GA in 2017 and shipped it back to Europe (Holland) for a full restoration. Inspections are available in late April. 617.688.8456 avdb68@hotmail.com (NH)

1961 190SL. $144,900. 100,000 miles. Matching numbers with older restoration, factory soiled carburetors are in a box, Weber carburetors installed 2023. Receipts to show previous work. Recently replaced brake cylinders. Fully serviced, runs great. New soft top, solid chassis, painted underneath, no undercoating. 561.251.9888 xpresslube1122@aol.com (FL

1976 W 115 300 D. $2,500. Red light runner victim. Possible to replace all the front sheet metal but would far exceed the value of the car. Original CA vehicle in Oakland, factory Kaledoniengrün paint, no rust, rebuilt transmission, new seat pads, coverings, rear calipers. Useable parts, brightwork, etc. Not drivable. 510.579.9920 mbusa@bruckmann.com (CA)

1987 560SL. $32,500. 89K 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 (NC)

1996 SL 320. $11,500. Lower mileage SL that is a delight to show/drive. Spruce Green, Oyster leather. Bose with CD changer. Brown soft top like new. Windscreen, car cover, and top storage rack. New headliner. Mercedes-Benz serviced with records since purchased in 2000. Downsizing prompts sale. 503.869.5262 sbdudley@comcast.net (OR)

1987 560 SL. $32,000 OBO Black/Palomino in great condition, new Toyo tires, new fuel injectors, fluids changed, ready to go. Always garaged kept. No rust. Gerry. 617.908.1457 (MA)

2000 S 500. Silver/Grey. $9,995. 104,000 miles. Florida car. All new Airmatic (lifetime warranty), recent service. 509.988.0260 marlonoffice1@gmail.com (WA)

2005 SL 500. $13,950. 56,076 miles. Maintained roadster. Silver w/supple gray leather. Clean Carfax. Original paintwork. Nonsmoker. No kids or pets. All fluids changed. SBC replaced, ABC pump rebuilt, and updates. No salt exposure/no rust. Always garaged/ no sun damage. No issues. Car is in Los Angeles area. 702.984.9492 pienkow@uky.edu (KY) 2014 E 550 SPORT. $19,900. Diamond White metallic over Silk Beige leather. Loaded. No accidents. Immaculately

1964 230 SL. $34,000. 73,267 miles. Ivory/Black/ Red. Soft top and removable hard top. Original parts and paint. Garage kept. Factory steel wheels with covers in trunk. Does not currently run. Will require mechanical and upholstery work. Family-owned for 45 years. Looking for new owner to bring it back to life. Inquire for more photos and details. (FL)

1976 450 SLC. $9,900. Excellent condition. Runs great! Classic timeless design. Michelin tires, CD player with surround sound. California car. Leather, fairly recent engine overhaul, paperwork, clean and original. Custom car cover. Original Mercedes-Benz shop manuals, collectibles, other extras. 818.505.8498 kkmac@twc.com (CA)

2012 SLS AMG. $149,900. 22,650 miles. Iridium Silver, black soft top Alcantara liner. Red/Black designo leather interior - black lacquer trim. AMG 19/20” five-spoke forged GT wheels, Parking Assist, rearview camera, Airscarf, COMAND system with voice control, 6-disc changer. CARFAX, second owner, mint condition. 402.510.4186 jlkyw38@icloud.com (NE)

EARLY W111/W112 COUPE BEIGE INTERIOR PARTS. $3,500 Includes individual front seats with armrest attached to driver’s seat, rear bench seat, door panels with tops and rear side panels with tops. Functional as is with some repair to lower front seat cushions or cores ideal for recovering. 508.335.9792 davidtdoherty66@gmail.com (SC)

LITERATURE/BOOKS/MISC. Sales literature 1970 to 2022. Most models. Send me an email for a 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 number, no text.) wburkhardt@kc.rr.com

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

1995 E 320 CABRIOLET. $19,000 OBO. 54,564 miles. All original parts, beige interior. Everything works and runs super smooth. 650.455.7800 ray@rklein.com (CA)

2005 E 320 CDI. $6,500. Purchased new May 2004. Pewter with ash leather in exceptional condition. Numerous optional upgrades. Low mileage Continental tires. Mercedes-Benz maintained with all records. No accidents. A strong, responsive engine and great diesel mpg. Downsizing prompts sale. 503.869.5262 sbdudley@comcast.net (OR)

VINTAGE MERCEDES-BENZ GERMAN PORCELAIN ENAMEL METAL SIGN/BADGE About 4-3/4”/120 mm diameter. Enamel in mint condition. from Dr. Carl Benz Car Museum in Ladenburg Germany. Free shipping in USA. 314.808.1828 neallang@icloud.com (MO)

WANTED: 560 SL hub caps six round with Mercedes-BWenz emblem in the center and locking screw. 305.790.1287 pick1safe@gmail.com (GA)

NOS EXHAUST SYSTEMS, BODY PANELS, TRIM AND WINDOW GLASS. We have hundreds of New Old Stock (NOS) complete exhaust systems, body panels and window glass available for pick up only at our Orlando, FL warehouse. These are not listed on our website. 407.350.8040 sales@classicmercedespartsllc.com (FL)

tina@truckcenterofamerica.com (Bonita Springs, FL)

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

Adam Rothschild 647.400.3321 ar@rothcon.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 Bill Fisher billfishermbca@yahoo.com

BLUEGRASS STARS J. Anne Gilliland mbca2023jag@yahoo.com

NASHVILLE

Randy Bibb 615.259.1349 rbibb@lewisthomason.com

SMOKY MOUNTAIN

Karl Daniel kwdaniel2013@icloud.com

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 Tom Dawson hdawson4@gmail.com

TRIANGLE

Owen Hughes 804.641.4055 ohughes00@gmail.com

TARHEEL

Barry Huff bdh@triad.rr.com

CAROLINAS

Richard Mabie 803.403.6602 richardmabie@att.net

PEACHTREE

Rusty Duncan 404.414.9091 rusty@xxlerate.com

ALABAMA-NW FLORIDA

Stephen Levet stephen.levet@outlook.com

CENTRAL GEORGIA

Thomas Couch 478.741.9014 tommycouch@live.com

PITTSBURGH

Sandra Turko

742.527.0838 mbcapghchapter@ gmail.com

CENTRAL OHIO

Dennis Barry lexi500@aol.com

NORTHWEST OHIO

Branton Pardee 419.215.1696 techdada@yahoo.com

WESTERN RESERVE

Rod Thompson

440.247.2853 renold.thompson @clevelandship.com

THREE RIVERS

Kenneth Long k.long2510@yahoo.com

INTERNATIONAL STARS

Don MacDonald

248.647.8430 don.macdonald1@ gmail.com

WESTERN MICHIGAN

Matthew Short

269.760.7204 mshort2@gmail.com

WISCONSIN

Bruce Hamilton

608.754.6066 n12em@sbcglobal.net

CHICAGOLAND

Chet Szerlag ctszerlag@gmail.com

CENTRAL ILLINOIS

Bernice Haverhals bhaverhals@yahoo.com

MINNESOTA

John Jacobson

651.690.5115 benzboy@comcast.net

IOWA HAWKEYE

Michael Kaldenberg kaldenberg.family.pc @gmail.com

KANSAS CITY Rich Carlson rich@kcmbca.org

DESERT STARS

Debbie Ichiyama 808-282-5249 dichiyama@me.com

CHAPARRAL

Ruth Richard Mahoney Thunderheadmorgans @hotmail.com

LAS VEGAS

Steven Misner stevemisner@gmail.com

LOS ANGELES

Brigitte Trapp brigittetrapp@me.com

ORANGE COUNTY

Chris Shank mbcaorangecounty @gmail.com

SAN DIEGO

Michael Cooper

760.650.6206 michaeldenise1212 @gmail.com

CHANNEL ISLANDS

Peter Samaha 805.890.8489 psamaha@msn.com

NEW ORLEANS

Sandy Downing 504.813.3086 sandown60@aol.com

OZARK

Dennis Anderson

479.295.8008 dt.anderson@cox.net

CENTRAL OKLAHOMA

Jeff Leatherock 405.306.9495 leatherock@aol.com

EASTERN OKLAHOMA Nathan Armer naskespy@aol.com

NORTH TEXAS

Jerry Chenault jerr3111@msn.com

FORT WORTH

DJ de Jesus

817.732.8773 djdejesus@charter.net

HOUSTON Erroll Hines eahines@aol.com

LONE STAR

Ginny Pitzen ginnypitzen@yahoo.com

TEXAS HILL COUNTRY

John Briggs johnrb2018@gmail.com

HAWAII

Joseph Figaroa josephkfigaroa corporation@gmail.com 808-855-5604

CENTRAL COAST

Yvonne Lazear 805.402.2322 ylazear@gmail.com

CENTRAL CALIFORNIA

Kathryn Splivalo

559.289.0578 kaspliv@gmail.com

SAN FRANCISCO BAY AREA Alison Lewis divalewis@sbcglobal.net

SACRAMENTO

David Michael 415.939.9000 demichael@gmail.com

SIERRA NEVADA Gail Wells blackswan342@gmail.com

WICHITA Kirk Filbey rkfilbey@gmail.com

EASTERN NEBRASKA Sandy Dose 402.334.8126 sadose7@gmail.com

MILE HIGH Whitlow Wong WhitlowWong@comcast.net

PIKES PEAK

Steve Dierks 719.659.9959 Steve.Dierks@gmail.com

NEW MEXICO Contact National VP

IDAHO Robert Heath 208.599.3334 rwheath75@hotmail.com

SEATTLE David Glass 425.869.6706 davidr.glass@att.net

PORTLAND

George Larson larsg1f@gmail.com

ALBERTA Satellite to British Columbia Chapter BRITISH COLUMBIA Sean Clark elsida@yahoo.com

VANCOUVER ISLAND Robert Watson 250.652.5667 mbca.visland@gmail.com

COMMITTEES

Vice Chairman Diana Quinn

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