In recent conversations with members, one theme stands out: the desire to maintain the tactile luxury of our print magazine while also embracing new opportunities in the digital space. With that in mind, we are working to connect print and digital by developing an online platform to share more content, reach new audiences, and strengthen the MBCA community for future generations.
One thing remains clear: The Star has long been the glue of MBCA membership. I’m not the first to say this, but I believe we all share the responsibility to ensure that The Star continues to be a true enthusiast magazine. It should amplify the voices of those who lived, designed, engineered, built, and drove the stories that define the Mercedes-Benz legacy.
As we grow, you can expect to see more chapter-specific content, event recaps, and member stories available online. This will enhance engagement, improve SEO, and showcase our incredible club to a wider audience. I truly believe the world should see the strength and spirit of the largest MercedesBenz club in North America.
On a more serious note, we’ve recently learned that Mercedes-Benz has stopped publishing its Classic magazine. This makes our responsibility to maintain and improve The Star even stronger, as it is now the most widely distributed Mercedes-Benz publication in North America.
I want to emphasize this: while print media has faced challenges in the digital age, younger generations still value it. In fact, I’ve noticed a growing enthusiasm among younger members to preserve and elevate print as a meaningful experience — one that invites pause, reflection, and a genuine connection to our passion. Just like the resurgence of vinyl over streaming, film photography over digital, and mechanical watches over smartwatches, The Star provides a moment of escape — a luxury worth keeping.
Until next time, I hope you enjoy this issue of The Star.
RUBIN HOWARD Editor-in-Chief
SAVE NOW!
Primary members of U.S. Mercedes-Benz Club of America are eligible to exclusive rebates on the lease or purchase of select Mercedes-Benz vehicles. To learn more visit: mbca.org/mbusa-incentives
All MBCA members are eligible to participate in the Member Rebate Program as long as they have been members of MBCA for more than 30 days. To obtain your Rebate Control Number, please email: Info@mbca.org with the information below:
First Name, Last Name
City (no spaces), State (two digit only)
Zip Code (5 digit only)
Valid Email Address, MBCA Member ID
Please allow for 48 hours to process.
Dear The Star® Readers,
Welcome to the latest issue of The Star®! In this 2025.4 issue, we feature another fantastic article by Alfredo Stola, highlighting how Bruno Sacco and Peter Pfeiffer began developing the Vision SLR concept in the late ‘90s and how designers Gorden Wagener and Steffen Kohel brought it to completion.
Axel E. Catton shared his experience of borrowing a 190 SL from Mercedes-Benz Heritage for an epic trip across Europe.
We included Buyer’s Guides for the R 230 SL-Class and the W 124 E-Class variants. I have owned two R 230 SLs for nearly two decades: a 2003 SL 500 for about 11 years and, afterward, a 2009 SL 63 for around six years, along with a W 124
STAFF
KATIE CARRUTH
Publisher
RUBIN HOWARD
Editor-in-Chief editor@mbca.org
DAVID WOMMER
Associate Editor
Copy Editor
MATTEO DE SANCTIS
Design Director
BRADLEY LORD
Motorsports Editor
ILKO NECHEV
Advertising Director
PIERRE HEDARY
Technical Editor
NICHOLAS PATTI
Contributing Editor
MARC CHRISTIANSEN
European Editor
KARL LUDVIGSEN
European Editor
sedan for a short time. The W 124 variants represent the pinnacle of the RAD era for many young-timer enthusiasts. In comparison, the R 230 variants are often viewed as solid purchases, provided they are properly maintained, and they are both extremely well-built, safe cars.
2025 marks the 20th anniversary of the SLR and the 70th anniversary of the 190 SL. Let’s celebrate by helping everyone share their drive and passion by investing in our most significant asset: the enthusiasts!
DAVID WOMMER Associate Editor
EDITORIAL SUBMISSIONS
Please send submissions to: Rubin Howard, Editor-in-Chief 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.
ADVERTISING INQUIRIES
Please contact: thestar@mbca.org
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.
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®.
Printed in the U.S.A.
Letters to the Editor
author Pierre Hedary
After our last national Members’ Meeting, I figured I would share some of my feedback.
Before I get labeled as a complainer, here’s what I do, and have done, for MBCA. For the last fifteen years or so, thanks to the late, wonderful Chuck Landenberger, I have found a lot of peace and happiness advising MBCA members about various repairs on their classic Mercedes-Benz.
Although I haven’t done this as extensively since getting married, I was once the secret — or maybe not so secret — MBCA Technical Advisor. Some previous technical contributors didn’t always provide the best unbiased diagnoses and analyses. This role was grounded in my love for helping others rather than any interest in expanding my business.
I have restored numerous classic Mercedes-Benz cars, some of which belong to MBCA members. Although I have been compensated well for this work, I could have chosen a path focused on running a garage, where the main goal would be to make a significant profit instead of patiently reviving MercedesBenz classics that are over 30 years old.
A question that often arises regarding the decline of MBCA members is, “How can we get more members?” I believe I should contribute to the answer to this question since I work with owners every day. I don’t feel that our situation is entirely our fault, but addressing this problem is quite challenging.
Firstly, not every Mercedes-Benz driver is a potential MBCA member. While members may compare MBCA to PCA, most Porsche owners are dedicated to one of two types of two-door cars: the rear-engine 911 variants or their mid-engine siblings, the Boxster/Cayman/718 series. They might also own a daily Porsche SUV, but Porsche primarily manufactures sports cars for enthusiasts.
Mercedes-Benz creates AMG performance variants for a variety of platforms, but not for all. While modern MercedesBenz vehicles are safe and well-engineered, many fail to evoke the same emotional response as some of the older models. The Mercedes-Benz of the past was characterized by cutting-edge technology, much of which remains unique today.
If you encounter someone driving an R 129 SL-Class or a W 124 E-Class, they are often a die-hard Mercedes-Benz enthusiast. They might even flash their headlights at you if they notice you driving a similar car. If you meet someone who has been driving an E-Class from two or so decades ago, they might be enthusiastic about the car, but they might not be passionate enough to join a car club. Yet, we often fail to realize that all those who value these older model platforms are our ideal members and the easiest ones to recruit.
WE MUST RECRUIT DEDICATED ENTHUSIASTS THAT MADE OUR CLUB SUCCESSFUL
As one of our members stated at the Members’ Meeting: “MBCA has an unclear value proposition.” I am going to take the liberty of defining what our value proposition should be. We need to position ourselves as the go-to information source for MercedesBenz automobiles. We must be the guiding light for people who want to maintain and preserve aging Mercedes-Benz vehicles. We have to digitize, distribute, and delegate technical resources so that our members feel they have a partner in MBCA to keep their Mercedes-Benz running. This will require hard work, but it might be the only solution. The MBCA needs to be viewed as a resource rather than just a car club.
The question is often asked, “What can we do to advocate for the members of this club?” While this is a valid question, we need to ask, “What can we do to make Mercedes-Benz enthusiasts aware that we exist?” The people we need to serve often do not even know we are here.
Imagine if someone orders an oil filter for a 260 E, and an MBCA registration link is included with their electronic receipt from a popular and respected classic Mercedes-Benz parts company. When they order the next part, the same link remains, and on the third occasion, they might even become an MBCA member! The best part is that none of us had to recruit them personally. How can we encourage companies where people buy Mercedes-Benz parts and cars to collaborate with us and promote our club? Should we allow them to advertise for free on our website? Can we implement some form of affiliate marketing to boost their sales? There must be something we can do.
The final point I want to address is the relationship we have with the MBCA Educational Foundation. I served as an EF board member from 2014 to 16, and I can confidently say that they do not understand their purpose.
Here’s an example: instead of funding initiatives to educate younger members of our club to repair and restore their own Mercedes-Benz, the EF donates small amounts of resources to a couple of colleges with automotive technology programs. While a few graduates have had short-term careers with Mercedes-Benz repair shops, in general, many graduates know little to nothing about our club, the Mercedes-Benz brand, or even German cars. Instead, I would challenge the EF to fundraise and start an internal initiative for us to teach younger Mercedes-Benz enthusiasts the art of preserving and repairing their own cars.
I propose that funds from the EF could also be used to help digitize Mercedes-Benz service literature so that Frank King’s wishes would be honored. Frank was our Technical Director 30 years ago. He had an impressive amount of service literature, which he donated to MBCA to educate its members. In the three years I served on the EF board, nothing was accomplished. While that might have changed, they could not provide our CEO or members with a detailed list of their accomplishments.
I will close with this: If you are a young MBCA member who is interested in a classic technical education weekend, please feel free to text me at 321.844.2050. If enough people are interested in attending and organizing, I will make it happen in 2026.
Editor,
Upon first opening my newest issue of “The Star” (issue 3, 2025), I encountered something I never thought possible: A photo published upside down! Worse still, a photo in a technical article was published upside down!
When I receive a new issue of any magazine, I randomly open it to pick which article I will read first. Upon receipt this time, The Star fell open to page 68 and an upside-down photo of the “business” side of a ‘60s-era mechanically fuel-injected engine! It was a disservice to Pierre Hedary and Keith Morgan’s excellent article not to have double-checked the placement of crucial photo illustrations prior to printing.
The only way an owner would ever be able to get a view of his or her injection pump would be to lean uncomfortably over the engine compartment from the opposite side of the car.
MIKE HUGHES
Greater Washington Chapter
Dear Mike,
You have a sharp eye, and I appreciate it! That upsidedown photo was, regrettably, an editorial flaw made by our previous art team. I caught that mistake in the last round of revisions, and they forgot to save the file properly. Coincidentally enough, we have a new designer joining our team, who is much more thorough. As for Pierre Hedary in true form... he is used to fixing other people’s mistakes and making things proper. He was not the least bit offended, and in fact very understanding of the error.
Onwards and upwards,
RUBIN HOWARD Editor-in-Chief
MBCA RAFFLE COMING SOON!
CEO’s Message
Becoming the Club the Car Community Expects
In the past, car clubs like MBCA thrived on tradition, formality, and structure.
That legacy gave us a solid foundation — but it’s no longer enough. The broader car enthusiast community has changed. It’s more diverse, more digital, more inclusive, and more interest-driven than ever before. To remain relevant, MBCA must evolve to meet the expectations of this modern landscape. We are not just adapting to keep pace — we are embracing the opportunity to lead.
The Changing Landscape of Car Culture
Car enthusiasm today isn’t limited to concours events or wrench nights — though those remain important. It now includes virtual meetups, motorsports simulators, YouTube builds, design forums, and deep dives into the latest EV tech. Enthusiasts are connecting around passions, not always geography. They expect streamlined digital access, flexibility, and a sense of belonging that goes beyond the traditional club model. That’s the world MBCA must live in — and reflect.
Community, Not Conformity
MBCA has always been built on community, but the way that community connects must evolve. Members today want choices: how they engage, what content they follow, and whom they interact with. This is why we’re shifting our model — empowering interest-based groups across the club while still supporting our vital local Chapters.
Whether you love golden-age Pagodas, AMG performance, or just flipping through The Star on a quiet afternoon, you should be able to find your place here. That means breaking from rigid structures and moving toward a model that reflects what’s working in today’s car culture: decentralized leadership, passiondriven engagement, and tailored experiences.
Simpler, Smarter Structure
Our previous structure — large boards, overlapping responsibilities, and outdated processes — was built for a different era. It doesn’t serve the dynamic, fastmoving nature of today’s car community.
New Channels for Connection
We’re building new ways to engage — digitally, socially, and in person. Interest-based “vertices” will connect members with shared passions across regions. A member in California who loves motorsport should easily connect with one in Connecticut who feels the same. Local Chapters remain vital, but our structure must support both local belonging and broader affinity.
New IT and digital platforms will help make this seamless — ensuring the club runs efficiently and is personalized to each member’s interests while focusing on the fact that MBCA, at its core, is a nucleus of knowledge.
Driven by Enthusiasts, Powered by Change
We are at an inflection point. This club can’t thrive by looking backward. It must step boldly into the future, reflecting the vibrancy of the enthusiast world to which it belongs. We can honor our history while breaking new ground.
MBCA should be the kind of club that today’s enthusiast wants to be part of — not out of loyalty to the past, but because of excitement for the future. The road ahead is clear — and full of possibilities. Together, let’s build a club that not only keeps up with the car community, but leads it.
Members Matter
None of this transformation can succeed without you. Every member plays a vital role in growing our community. Whether it’s inviting a fellow enthusiast to an event, sharing your MBCA experience online, or simply introducing a complementary business to MBCA — we need you to help us connect with the next generation. Recruitment isn’t just a numbers game; it’s a network of relationships. When we each take ownership of spreading the word, we build a stronger, more sustainable club — together.
Warmest regards,
KATIE CARRUTH Chief Executive Officer
Join Bill Walsh for Germany, Austria, and Tuscany travels in a Mercedes-Benz this October!
I received the email from MBCA for the FastLaneTravel.com October 2025 Germany to Tuscany driving trip where you rent a Mercedes-Benz of your choice for the tour. I read the itinerary on Fast Lane Travel’s website, called them, and signed up. The tour is priced nearly all-inclusive, including gasoline and tolls, excluding your airfare & Mercedes-Benz rental fees. For more details, head to FastLaneTravel.com to learn more about the 2025 Tuscany Mercedes Fest.
I booked my flight to arrive in Munich and depart from Frankfurt. Fast Lane Luxury Travel (an arm of Fast Lane Travel) booked hotels and arranged tours for me in Munich, plus train fares from Munich to Stuttgart and from Stuttgart to Frankfurt airport with an overnight Frankfurt airport hotel stay. These extras were at my expense.
In the first days after a mandatory Driver’s Meeting at our hotel in Stuttgart, we’ll have tours via motorcoach to the Mercedes-Benz Museum, Mercedes-Benz Classic Center, Mercedes-AMG Factory, Porsche Museum, and Porsche Factory. The hotel provides a daily breakfast, and each lunch and dinner is at a different location or restaurant to serve a variety of memorable cuisines and ambiance.
This is a driver’s road trip featuring unique hotels, restaurants, scenic drives, and beautiful countryside. A mix of the Autobahn, rural highways through Germany, Austria, and Tuscany, along with a high mountain pass, creates a wonderful and picturesque experience, especially when driving a Mercedes-Benz of your choice.
On day five, we begin our road trip on the Autobahn with a lunch stop in Bavaria. The tour leader car and tour tail car, along with each driver participant, will have walkie-talkie radios to maintain communication. The drive over Hahntennjoch Pass into Austria features 29 serpentine hairpin turns covering a 1,000meter altitude difference — it's fun driving with breathtaking views! We'll spend the night at the Alpin Sacher hotel in the Austrian Tyrol. On day six, we drive over
Brenner Pass and later arrive at the Ombroneta Estate & Winery, where we’ll stay while in Tuscany.
Days seven through 10 will include a day driving trip to explore the Tuscan countryside, a motor coach trip to Siena with a guided tour, a Free Day and Cooking Class/free day, and a day for what’s billed as the Legendary Photo Rally through Tuscany. I’m looking forward to the beauty and relaxation this area and those days are sure to offer. There should be plenty of photo opportunities to capture the memories.
On day 11, we begin our return to Stuttgart, driving the Italian Autostrada and through the Alps where we’ll stay two nights at the Hotel Interalpen Tyrol in Telfs, Austria. There are plenty of activities to choose from at or near the hotel.
On Day 13, we drive to Stuttgart, traveling a section of the Autobahn with no speed limit. Anyone looking to join or renew membership in the “150 MPH Club”? We’ll enjoy a farewell dinner at our hotel and most will leave Stuttgart the following day.
This should be a memorable trip in many respects, and I’m looking forward to it. My passport, Global Entry and International Driving Permit (IDP) are ready for action. Who is joining me? I’ll look forward to seeing you in Stuttgart!
Join the Mercedes Club of America and Fast Lane Travel on a trip of a lifetime!
S Saturday, Oct. 11 – Friday, Oct. 24, 2025
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.
$18,498
STAR NEWS
From the Outside In
story
Axel E. Catton
Italians say it better. For those of us who don’t speak Italian, “FuoriConcorso” evokes ideas of fury, of fire, of people speaking with their hands turned up and their fingers brought together while gesticulating wildly in the air. But then, “Fuori” only means outside. The concours outside of the “other one.”
The other one is the storied Villa d’Este Concorso d’Eleganza, held on the same weekend in May at the shores of Lake Como in Northern Italy. The BMW-organized Villa d’Este, established in 1929 and organized by BMW AG since 2009, is likely the closest Europe has to what is the Pebble Beach Concours in the United States. Men in blue blazers with straw hats and women in priceless gowns and unsuitably high heels holding champagne glasses. The cars at Villa d’Este are second to none in their quality and rarity, and winning here elevates both the car and its owner to the highest level in the European classic car world. On top of that, if you want to — or need to — be seen, Villa d’Este is the place to be.
Enter stage left: the FuoriConcorso, just a few miles down the road and held on the same weekend, contrasts sharply with the Villa d’Este (and the more public-oriented Sunday event at nearby Villa Erba). Not only is it outside the traditional concours experience, but it also raises a pertinent question: “What good is it if there are no awards or prizes given out?” was a question asked by a puzzled German journalist attending the BMW event up the road. Yet, this is precisely what makes this new and young event appealing to many, particularly younger visitors.
To say that tickets are more affordable for the public is like saying a Bentley is cheaper than a Pagani; it’s all relative. Yet, the event was busy, buzzing with numerous young spectators, endlessly photographing the exhibited vehicles from Alfa Romeo to McLaren, and from Maserati to Ferrari, eagerly waiting for the occasional engine to start. While there was a theme this year, “Italian Racing Cars,” it did not deter other companies from showcasing their presence at this new and different event. Mercedes-Benz Heritage was represented with no less than three iconic race cars: the C9, C11, and the legendary CLK-GTR, with the latter being kindly loaned for display by the Nationales Automuseum, The Loh Collection in central Germany.
Marcus Breitschwerdt, Head of MercedesBenz Heritage GmbH, said at the event: “Here you
experience the technology, invented by humans who know more about vehicle development than most. Second there is an aural experience while the third one is experiencing history firsthand. Racecars especially”, he continues, “stand for competing, winning, losing, improving”. All these are very human feelings, which were vividly displayed in the moments when the Heritage team started the C11 engine.
Hundreds of young people holding up mobile phones in the air, listening to the high-pitched shriek of the 5-liter twin-turbo V-8, which in the 1990 season was piloted by the late Jochen Maass, who left us just a few weeks ago. “And to think it was Jochen, who took this car and gave people like a young Michael Schumacher their intro into driving cars really fast, makes this even more special”, Breitschwerdt adds. There seems to be no doubt about that, as the crowd of young men and women applauds when the sounds of the V-8 stop echoing over Lake Como.
Ultra High Performance All-Season
The ExtremeContact DWS-06 Plus was designed for exibility and control, featuring an updated, performance-tuned all-season compound for responsive handling and braking performance in the dry and wet. X-Sipes and high angle, crisscross grooves enhance wintry weather grip and stability in snow and on ice.
Max Performance Summer*
Built for performance, its asymmetric tread pattern o ers con dent control wherever the rubber meets road, wet or dry. Continental’s specially-developed tread compound ensures the ExtremeContact Sport 02 retains its longevity while carving up the pavement, delivering the experience discerning drivers expect from their vehicles.
NOTE: Like all summer tires, the ExtremeContact Sport 02 is not intended to be driven in near-freezing temperatures, through snow or on ice. control wherever the rubber meets road, wet or dry. Continental’s
Crossover/SUV Touring All-Season
Designed to deliver a satisfying blend of re nement and con dent capability, the CrossContact LX25 features Comfort Ride Technology with lateral and diagonal sipes for increased traction in slippery conditions.
Nicholas Patti photographs Mercedes-AMG
Springtime is the season for racing and ramps up each global championship toward some of their most iconic events, such as Le Mans, Monaco, and the Indy 500. For Mercedes-AMG, springtime brings a new challenge alongside the usual F1 calendar, including preparation for Le Mans with Iron Lynx and a hotly contested DTM championship. At the time of writing, Le Mans is imminent, and with press photos featuring our legendary Sauber Mercedes C9 alongside our AMG GT3s, we could not be more excited.
First, let’s look at where we stand in the world’s most popular form of motorsport. Since the last edition of The Star, F1 has raced in China, Japan, Bahrain, Saudi Arabia, the United States, Italy, Monaco, and Spain. While there’s definitely much to discuss, some races performed better than others (we’re looking at you, Monaco). Starting with China, George once again stood on the podium after a long and hot race characterized by high tire degradation. Thanks to the innovative strategy from the Mercedes pit wall, our drivers came home with points. Japan didn’t yield any trophies for us, but George secured 5th place with Kimi close behind in 6th. Our success continued as George achieved a season-high 2nd in Bahrain, 5th in Miami, and 3rd in Saudi Arabia, with Kimi finishing in the points twice during that stretch.
Imola presented challenges for both team members and drivers, as the spotlight was on Kimi, the hometown hero and the first Italian F1 driver in years to race in Italy since Antonio Giovinazzi. This time, the Italian was in a competitive car, giving fans hope for a miraculous home win. Unfortunately, the results were disappointing, with Kimi retiring due to a blown engine and George finishing in 7th place. Monaco also offered no relief from the challenges, as the new mandatory minimum of two pit stops and penalties hindered our progress. However, Barcelona and the Spanish Grand Prix marked our return to the points, with George finishing 4th, while Kimi just missed out again. Next up is the Canadian Grand Prix, where we aim to get both Silver Arrows back in the points.
Speaking of the Silver Arrows, Iron Lynx has made headlines as they continue to set new records for Mercedes-AMG and the World Endurance Championship. Rounds two and three of the WEC took place at Imola just a week or two before the F1 race, and then the team traveled north to Spa-Francorchamps in Belgium for the 6 Hours. Both races saw the team and cars becoming increasingly competitive as they battled for hours against their opponents, but they have yet to reach the podium and bring home hardware, as is expected in the highest level of global sportscars. As we found our stride, we now head to Le Mans in a few days where, for the first time this season, we made it to hyper-pole, the WEC equivalent of Q3. Be sure to pay attention to the next edition for a full Le Mans recap; it will certainly be one to remember. After Le Mans, the WEC will make its way to Brazil and then stateside for Lone Star Le Mans in Texas.
In the United States, Mercedes-AMG continues to thrive in IMSA with customer teams Korthoff
Competition Motors, Lonestar Racing, and Winward Racing competing in both GT3 and GT4. IMSA has hosted a range of sprint races since Winward’s Mercedes-AMG class victory at Sebring, visiting tracks like Long Beach, Laguna Seca, and Detroit; however Detroit saw only the GTD Pro cars take part, not including the three GTD Mercedes-AMG entries. At Long Beach, Winward secured a solid 4th place, enhancing their lead in the points standings. This momentum carried over to Laguna Seca, where Winward outperformed the competition and won the race, while Korthoff Competition Motors finished 4th, earning valuable points as the IMSA season approaches its halfway mark. Meanwhile, at Mid-Ohio, the Michelin Pilot Challenge Series held a 4-Hour race where Winward Racing entering the only Mercedes-AMG GT4 car. After falling two laps down due to an early mistake, they surged through the field, showcasing one of Daniel Morad’s all-time career drives in IMSA to finish in 2nd. As the Le Mans event approaches, the IMSA season turns its attention to a North American tradition at Watkins Glen in New York, “Six Hours of The Glen”.
While the summer is around the corner, we have had some incredible months of spring on track action across the globe and across series. Fortunately, we race into summer leading several championships around the globe and have a strong chance to win them, as long as we continue to innovate, execute and win.
above
The #57 Winward Mercedes-AMG looks to maintain its championship lead heading into the Glen 6H.
Daniel Bilski
An Aussie, Racing in Asia, in a Mercedes-Benz
story Nicholas Patti photographs Mercedes-AMG
Few drivers have a story like Daniel’s. A lifelong banking professional turned racer, turned motorsport consultant, and motorsport insurance introducer representative working within the South East Asian Region wheelman across manufacturers and series, Daniel’s story is about how a fledgling passion for weekend drives put him behind the wheel of a Mercedes-AMG GT4 at some of the world’s biggest races.
As an Aussie, Daniel divides his time between Hong Kong and Bangkok, utilizing the cities’ proximity and business opportunities to combine his passion for cars with his expertise in finance, business partnerships, and more.
In the mid-2000s, Daniel met with a group of local business professionals in Hong Kong to go Sunday driving throughout the countryside. Those routine Sunday meetings were actually the launch of his successful racing career, which now includes races like the Sepang and Bathurst 12 Hours, TSS — The Super Series by B-Quik in Thailand, GT World Challenge Asia, and more.
Initially, it started innocently enough, renting a vintage Caterham in a classics series at the Sepang F1 circuit in Malaysia, but once started, Daniel realized there was no going back. He had been given a dose of a drug he has yet to overcome — a potent combination of adrenaline, precision, focus and speed.
From there, Daniel took the plunge into modern sportscar racing with stints in an Aston Martin GT4 car in a ragtag team of three people, in an older spec car. Not only did Daniel win his first international GT race, but he also went on to win several races and won the GT Asia Championship in 2010. Now riding the tide of success, he certainly wasn’t going back now. In 2011, he ran some Porsche Carrera Cup and got a special invite to run in the Mille Miglia in a Ferrari 166 Inter Touring Coupe. His competition? Mika Hakkinen driving Sir Stirling Moss’ Mercedes-Benz 300 SLR. In 2013, he ran the Porsche Carrer Cup race at the Macau GP and started alongside Porsche factory driver Earl Bamber and WRC legend Sebastian Loeb. In each of these races, Daniel was faced with new challenges, on new tracks, with new teammates and continued building a library of knowledge to serve him in his future pursuits. The opportunity to improve, lap after lap, corner after corner, tenth after tenth, unlocked an obsession within him to always pursue more, knowing the potential was there.
Come 2014, Daniel stepped up to the most popular, and competitive class of racing — GT3. While the first and second attempts at his home event of Bathurst didn’t pan out, Daniel found success in the Audi R8 LMS Cup. Like any driver, questions come up when making the move to a new series, or a new class. Am I good enough? Will I be exposed as someone who can’t handle these GT3 cars? What if it was beginner’s luck? Daniel saw these as another opportunity to overcome hurdles.
In a series dominated by factory-prepared teams, Daniel represented an independent team in the R8 Cup. In the end, the factory teams didn’t have what it took over the course of a season, as Daniel claimed top honors yet again, claiming the GT3-Am championship in 2015.
After driving both Audis and Porsches for a few years, in 2018 Daniel paired with one of his former driver coaches, and Audi Factory driver, Swiss GT ace, Rahel Frey. Together, in the Audi R8 LMS Ultra they competed in the Thailand Super Series and Rahel showed Daniel what professionals do in and outside the car. Working through data with the engineers, cleaning the smallest components on the car for peak efficiency, and more. With Rahel’s guidance and coaching, Daniel braked deeper, accelerated sooner and drove quicker than he had previously thought possible.
Over the next few years, he raced in different series, cars and special events further developing his character as a driver while also
developing his business as a motorsports consultant for sponsorship, marketing, event activation, consulting CFO, and more. In that time, GT3 championship titles were won, more lessons learned, more racing knowledge was banked.
In 2024, Daniel Daniel fulfilled a childhood dream, winning the Bathurst 12 Hour. After a last-minute cancellation by his previous team, Daniel received a call to drive the Mercedes AMG GT4 around the mountain. While Daniel’s experience with Bathurst was limited to being a lifelong fan and several previous heatbreaking attempts at succeeding in it, this year was different. While initially, they were over a lap down, Daniel navigated near impossible conditions in the wet on a slick tire and by doing so, regained the team their lap, and they went on to win their class for Mercedes, beating McLarens and others. Surrounded by family, friends, the team, and the throngs of onlooking fans, Daniel celebrated the most important and impressive win of his career, while missing two lugs off the left rear wheel … you read that correctly.
This brings us to today. Daniel works with Mercedes-AMG Motorsport Customer teams like Racing Aurora, Craft-Bamboo Racing and others. While Mercedes-Benz has partners like IWC and Adidas, Daniel fills the gaps, bringing in new sponsors and partners while helping customer teams negotiate larger brand partners. Now, Daniel is still driving a Mercedes-AMG, putting the three-pointed star at the front of the field. He drives with Racing Aurora and mentors a young Malaysian hot shoe driver while helping various teams in the region find new drivers. From placing pro drivers into teams, to helping young talents start a career in GT racing, or assisting established drivers find their next challenge, Daniel not only keeps pushing his own driving and business goals forward, but is keen to help teams and drivers in the region pursue success in motorsport.
It turns out that Daniel is an Aussie, a driver, and a businessman, which suits him well. He navigates an intersection of cultures, traditions, business practices, and more. However, it is just another challenge for him to face head-on. Mercedes Motorsports attracts people from all over the world, from different backgrounds, and even other brands, but we are happy to have Daniel in our corner.
Daniel pushing the Mercedes-AMG GT4 car in the Thai Super Series.
Daniel and his teammates after winning Bathurst and podiuming in back to back years.
DAIMLER-BENZ and the WONDER WANKEL
Controlled inlet valves, sleeve valves, supercharging and fuel injection were among proud engineering advances for Daimler-Benz. Could it resist the lure of Felix Wankel’s elegant rotary powerplant? It just had to give it a try.
Karl Ludvigsen
Julius Weitmann
Daimler-Benz had every reason to be in the vanguard among companies experimenting with Felix Wankel’s rotary engine. Well before the Second World War some of Daimler’s people were well acquainted with this ambitious experimental engineer.
Felix Heinrich Wankel was born on August 13, 1902 in Lahr, a small hamlet on the Rhine in Swabia, a district in southwestern Germany near the French border. Swabians were the subjects of jests among Germans, who think them crude, provincial and obtuse. But even Germans from the Rhineland and Berlin had to admit that the modern internal-combustion engine was perfected by three Swabians: Otto, Daimler and Benz.
Felix Wankel’s father Rudolf was a civil servant, a commissioner in the forestry department, for Swabia is home to much of Germany’s Black Forest. Having volunteered at the outbreak of World War I, Rudolf was killed during his first month of combat, leaving Felix with his mother Gerty, née Heidlauff, at the age of twelve. His father left them a fair amount of money which, however, was nullified by the horrific inflation of the early 1920s, when suitcases of marks were required for the simplest household purchases.
Felix Wankel did not attend a technical high school or follow an engineering apprenticeship, the usual path taken by mechanicallyminded young Germans. In fact he admitted that “the entire school business bored me” and, although “good in German history and Latin, I was very untalented in mathematics.” In his youth he had what he called a “one-sided talent” for technical drawings and for making models from the drawings.
In 1921 Wankel went to work at a university bookseller in Heidelberg specializing in scientific works. He started off in the company’s print shop, until an early kidney rupture made it inadvisable for him to work with lead type. He ended up in a storeroom, where he devised a new method of storing books. There he tackled his private work and technical drawing without disturbance. At the same time he attended night school and took correspondence courses.
In 1924, aged 22, Felix Wankel opened a mechanical workshop in Heidelberg. Grinding cylinders was tedious but profitable. It also enhanced the young man’s appreciation of precision in manufacture, the apogee of which at the time was the engine-driven car and airplane. “Although he wanted desperately to build a rotary engine,” wrote Jan Norbye, “he didn’t know where to start. He began by experimenting with rotary valves on motorcycle engines.”
Working as he was at the age of 26 on high-pressure lubrication equipment, Felix Wankel started suggesting improvements in its sealing effectiveness. Transferring his findings to engines, he saw that better sealing would add performance. In 1928 he set up a test chamber with stands for motorcycles in what was formerly a boathouse. Their cylinder heads enjoyed exotic modifications.
previous
During a visit by journalists to the Wankel works at Untertürkheim Rudolf Uhlenhaut posed with a three-rotor KE-series partly assembled. he was a cautious advocate.
above
In February 1957 Felix Wankel could hold the rotor of his first successful “Wankel Engine”. Both the rotor and its housing revolved.
opposite
Julius Weitmann also captured Wolf-Dieter Bensinger while examining a rotor. Bensinger was deeply committed to achieving prime time for the Wankel.
From 1929 through 1931 Wankel designed, built and tested 20 devices. Based on his findings Felix lodged his first two patents in 1929, protecting new ways to simplify and improve engine efficiency. Always searching for better sealing of moving parts, Wankel favored a revolving ported disc to open and close a cylinder in place of crude and troublesome poppet valves. He and his patent agents began registering his findings in Switzerland, Austria, France, Britain and Denmark in addition to Germany.
Rebounding from a scrape with the Nazis, who didn’t appreciate his rejection of their principles, in 1933 Felix Wankel was rescued by a local politician and Hans Nibel, head of engineering for DaimlerBenz. Well aware of the Heidelberg inventor and his promising experiments, Nibel contracted with him to study rotary valves, sealing components and rotary engines. This was humming along when Wilhelm Kissel, boss of Daimler-Benz, found out about what he thought to be a frippery at still-difficult economic times. Although Felix Wankel moved his contract to Munich’s BMW, he didn’t forget about the potential of Daimler-Benz.
In 1934 Wankel left Heidelberg to continue his activities at his native Lahr. With Hitler’s Germany now emphasizing aviation’s importance, Wankel’s ideas came to the attention of powerful Luftwaffe chief Hermann Goering. Though offered the chance in 1936 to carry on at Berlin’s Adlershof, the official aeronautical research establishment, the engineer demurred, disliking Berlin. Instead he negotiated the funding and creation of a new institute at Lindau on Lake Constance: the Wankel Versuchs-Werkstӓtten or WVW. Lindau remained the Wankel base of operations.
Officially a contracted arm of the German Experimental Establishment or DVL, Wankel’s WVW worked closely with the larger entity. Their mutual goal was a practical disc valve for an aero engine, specifically the Daimler-Benz DB 601 V-12. By 1940 a test rig was showing promise of a feasible mechanism. By 1944 Auto Union, Hanomag and NSU had joined the companies working with WVW on disc valves. A final contract before 1945 was attributed to the DVL’s Wolf-Dieter Bensinger.
Born in 1907 at Donaueschingen in the Black Forest region of Swabia, Bensinger had been working at the DVL since the early 1930s. As a senior engineer he was assigned to supporting the efforts of Felix Wankel to bring his inventions to fruition. The rotary disc valve for the Daimler-Benz DB 601 was high on this list, as was its application on a V-8 engine developed by Junkers to power torpedoes. Dubbed the KM8, it could produce 275 horsepower at 3,650 rpm from 4.3 liters for the short distance it had to travel.
In 1943 Wolf-Dieter Bensinger moved from the DVL to DaimlerBenz, where he was involved more closely with the perfection of Wankel’s concepts as adapted to the DB 601-series V-12. Studies showed that the use of disc valves could reduce the frontal area of a fuselage or engine nacelle by 18 percent. The challenge was to meet
left
Internally lubricated and cooled by an ingenious system, the Daimler-Benz rotor carried a gear that hula-hooped around a smaller stationary gear.
opposite
NSU’s Walter Froede had the brainwave to create an inversion of the Wankel concept with a stationary housing. This was the patent that protected an ingenious design.
the 100-hour test that qualified an engine for aviation. Wrote author Calum Douglas, “Such designs had been experimented years before in trials, especially in racing motorcycles, but nobody had attempted to build a large high-performance military aero engine with the discvalve layout before.”
In fact Bensinger’s move to Daimler-Benz happened after the company had suspended work on the disc concept, finding it unlikely to justify continued work that would interfere with the main demand for engines. In the interim however he and Felix Wankel had formed a relationship that bordered on mutual trust. While Wolf-Dieter could continue with the three-pointed star, his friend had to suffer the opprobrium attendant upon a Nazi scientist.
Bensinger’s rise as an engine designer for Daimler-Benz, including the important in-line six for the post-war 300 and 300 SL, placed a stamp of authority on the engineer. Meanwhile Felix Wankel found the French occupying his WVW facilities at Lindau and he himself locked up until release in 1946. He regrouped at his own residence and relaunched his R&D. Another engineer, Gerd Stieler von Heidkamp, had been high on the hog in the 1930s as general manager of Opel’s new Brandenburg truck plant. Post-war exigencies led him to relative minnow NSU, a maker of motorcycles and mopeds.
A chance conversation in a hospital ward led an NSU executive to suggest to a colleague that he learn more about the work going on at Lindau on an advanced engine concept. The colleague was Walter Froede, NSU’s resourceful and intense chief engineer. At Lindau Wankel showed Froede many of his designs, reports and first steps toward a workable rotary engine. This led to an assignment in 1951 to make rotary valves for an NSU racing motorcycle but not yet a costly commitment to a rotary engine. Instead a Wankel-designed compressor was used in 1954 to energize a 50-cc NSU moped that set a startling 120-mph speed record at Bonneville.
Not a theoretician, Felix Wankel arrived at the elements he used thugh intuition and experimentation. It fell to a Stuttgart professor to tell him that the contour of the inner surface of his engine was that of an epitrochoid. His in-house advisor was Ernest Hoeppner, who shared recognition in many patents. Once given the go-ahead to design a four-stroke rotary for NSU, patents began being lodged between them in January 1953. It took four more years to see such a device burst into life on February 1, 1957. Like the baby it was it was uncertain at first but soon settled down, its merits to be measured.
While Wankel was delighted with his first version, in which both a three-pointed rotor and its housing revolved to allow astonishing 17,000-rpm speeds, Walter Froede had a more practical idea. Keep the housing at rest, he argued, and use an internal gearset to make the rotor revolve while also orbiting on a revolving excentric shaft. This brought problems of cooling and lubrication but solved problems of ignition and induction.
The master 33-page patent for the Wankel concept claimed priority in Austria from March 11, 1958. It accommodated the schism between Wankel and Froede by showing both versions—and satisfied Wankel by putting his original concept on the first page. It assigned its contents to both the NSU Motorenwerke and Wankel GmbH as the Lindau operation was now known.
Photographer Julius Weitmann did a great job posing a Wankel rotor housing in front of a completed engine for a conventional chassis with its transmission atatched.
Julius Weitmann also captured Wolf-Dieter Bensinger while examining a rotor. Bensinger was deeply committed to achieving prime time for the Wankel.
Complicated negotiations followed behind the scenes in a world that did not yet know about the Wankel engine. Among those involved were America’s Curtiss-Wright and Germany’s Max Bentele, who lodged a patent on a four-rotor Wankel engine on November 17, 1959. Already holding rights of production of the engine since October 1958, Curtiss-Wright’s impetuous Roy Hurley lifted the veil on the engine on November 23, 1959 at an elaborate New York press launch and complementary advertisements.
Wolf-Dieter Bensinger had apparently been out of the loop of his friend’s rotary success. Opening his special issue of Germany’s engine periodical, the MTZ of February 1960, he found extensive and authoritative detail about the radical new powerplant. This complemented a dramatic presentation on January 19th at Munich’s Deutsches Museum. Bensinger made tracks for Lindau to ascertain the technical and corporate position. He sent his positive evaluation to his managing director Walter Hitzinger, who decided that DaimlerBenz should become a licensee.
After some back-and-forth with Daimler’s largest stockholder an agreement was reached with NSU and Wankel GmbH. In exchange for $750,000, payable in three parts, from October 26, 1961 the hallowed company could build gasoline-fueled Wankel engines of more than 50 horsepower. In part this was a defensive move, as senior engineer Rudolf Uhlenhaut said: “The cost of a license keeps going up all the time.”
This was an important victory for Wankel and NSU. The acceptance of the Wankel concept by a firm with the high engineering repute of Daimler-Benz could and did do wonders for the value of future licenses. Harry Mundy, chief engine designer for Jaguar, pronounced, “Not until the Mercedes engineers pass the Wankel engine for serious production will it be really respectable in Europe.” But during the 1960s Daimler became less engineering-dominated and more under the control of financially-oriented senior management, a trajectory that did not bode well for the rotary engine.
In April 1962 “Auto, Motor und Sport” published parts of a lecture by respected Rudolf Uhlenhaut in which he openly doubted that broader sectors of buyers would be persuaded to purchase a car with a rotary engine: “From our point of view the engine, if its development to operational maturity succeeds, has quite good prospects, but we do not expect a revolutionary transformation. The driver will judge the machine as somewhat less vibrating and quieter. There will be little improvement in fuel consumption. The weight advantage, which undoubtedly exists, will hardly be noticeable in larger cars, which already come with power steering. However, there should be advantages in terms of price. In smaller vehicles the space requirement will also prove advantageous and, above all, ease the problem of trunks in rear-wheel drive vehicles.”
Work on the Daimler-Benz Wankel was directed by Wolf-Dieter Bensinger. Among other designers on the project was Hans-Otto Derndinger. Heinz Lamm was in charge of the Wankel experimental shop. The first engine they designed, he KP (Kreiskolbenmotor Prototyp) series, had 700 cc per chamber. All three chambers were operating, so their total swept volume was 2.1 liters per rotor. It was a modular design with separate accessory drives to make it easy to
above
Dynamometers had their role in the development of the rotary engine at Daimler-Benz. This triple-rotor engine is operating with open exhausts.
experiment with different ignitions, pumps and induction systems. Built mainly for laboratory work, the KP was tested in one-rotor and two-rotor versions, the latter providing 150 bhp from 4.2 liters.
The Daimler engineers’ first problems were peripheral to the engine’s most fundamental troubles. Oil consumption was high, a consequence of unsatisfactory sealing. Engines on test were guzzling nearly two pints of oil for every hour of running time and poured out blue exhaust smoke. Their cast-iron housings were ineffectual so Daimler turned to aluminum.
The lasting contribution made to the engine by Bensinger, his immediate boss Hans Scherenberg and workshop boss Heinz Lamm, was in proving that the problem of the inner surface of the rotor could be solved. In Lamm’s heroic search for the right materials he first tried ceramics, then quartz. Finally, with the help of engineers at piston producer Mahle, Lamm applied their patented alloy of silicon carbide with nickel called Nicasil. Electrolytically deposited, it resisted wear and was easily applicable to the rotor housing.
Heinz Lamm then concentrated on discovering a matching material for the seals at the rotor’s three apices. It had to be very hard to delay wear while enjoying a low coefficient of friction. Here he had a stroke of luck. Fritz Feller, Rolls-Royce’s chief engineer, was lunching one day with a friend from Rolls-Royce’s central materials laboratories. The friend told him about a new compound they were working on, silicon carbide in a ceramic form. Very hard and susceptible to being made very smooth, it reached Lamm through the German-engineer network and gradually became the standard for rotary engines.
In 1964 Fritz Nallinger had been asked if his firm would show a Wankel-powered car at the coming year’s Frankfurt motor show. “Not in 1965,” he replied, “and not in 1967 either.” With experience from the KP the KA-series engine was designed, over the 1965-66 winter. This was the first Daimler-Benz Wankel engine built specifically for passenger-car installation. Having a relatively small chamber size of 450 cc, 1,350 cc per rotor, the KA engines were tested mainly as two-rotor and three-rotor units. Some were evaluated with carburetors but the rest of the test-running took place with Bosch fuel injection direct into the intake/compression side of the chamber, covered by one of the first Daimler-Benz patents.
On his own as the head of an exotic project, Wolf-Dieter Bensinger was in a position where he could commission fundamental and applied research elsewhere. Major recipients of this largesse were the Technical Development Center (TES), based in Lindau and founded by Felix Wankel in the early 1960s, and the Institute for Engine Design Prof. Huber GmbH (IMH) in Munich, which was financially supported by Daimler-Benz. These institutes addressed issues such as sealing strips, rotor-oil cooling and the optimization of the combustion processes.
This allocation by Bensinger helped him keep the average number of Daimler engineers engaged on Wankel development to only 30 or so. However, in his enthusiasm Bensinger issued development and research orders without getting clearance from his Daimler-Benz superiors. Justifiably or not, in due course they feared that his commitment was crippling the development of orthodox reciprocating engines.
In 1966 Daimler-Benz reassessed its Wankel program in the light of the new engine-emissions regulations in the United States. In 1967 a new engine series, the KC, was designed and built. Its displacement per chamber was 560 cc and per rotor 1,680 cc. Based on information from extensive KC engine test experience a fourth generation of Untertürkheim Wankels, the KE series, was created, initiated in December 1968. The KE’s dimensions brought the displacement of a single chamber to 600 cc, thus 1.8 litres per rotor. New also was most of the detail design of the rotor housings and the intermediate sections between rotors.
With the basic geometry of the engine unchanged in the transition from KC to KE, bearing diameters also remained much the same. They were firmly fixed by the relative sizes of the phasing gears, one in the rotor and one protruding from the housing, that determined the 2:3 relationship in rotational speed between rotor and housing. Main bearings were 46 mm and the rotor bearings 77.5 mm in diameter. The main bearings in particular were much wider in relation to their diameter than was required by optimum bearing-design practice but the Wankel’s geometry invalidated any other solution.
Both the KC- and KE-engines placed their throttle valves as far downstream in the inlet ports as possible to reduce the port volume that could capture exhaust gas which, carried over from one cycle to the next, harmed low-speed running. The KC was designed with a slide throttle, running the length of the engine; the KE had conventional butterfly throttles, linked mechanically to the Bosch injection pump chain-driven on the engine’s left side. Mechanical injection was required, rather than the then-new electronic type, because pressures as high as 500 to 600 psi had to be generated to deliver fuel during the engine’s compression phase.
Port design was found to have a profound effect on Wankel performance. Daimler-Benz researchers developed a distinctive exhaust port, oval at the chamber face and angled in the direction of exhaust flow. Materials for the Daimler-Benz Wankels underwent continual change. The rotor housing, part of the “sandwich” against which the rotor tip seals run, was an aluminum casting. For the intermediate sections, the thinner “sandwich” elements that supported the main bearings, cast iron was used. Aluminum was tried but found wanting in the absolute rigidity needed to locate each main bearing exactly.
Each pair of main-bearing shells was carried in a split-steel collar machined at one end to form the fixed gear. Splitting the gear was done from the first engines by Daimler-Benz in preference to the alternative, a one-piece gear and bearing and a built-up crankshaft. Careful development work allowed the split gear to give satisfactory reliability. Two long bolts from the right-hand, ported side of the engine pulled each bearing collar hard against its intermediate housing. Working surfaces of these intermediate housings, against which the rotor side seals rubbed, were protected by a sprayed-on molybdenum coating. Cast iron was chosen for the rotor, though aluminum appeared to offer some advantages in reducing its orbiting mass and thus the amount of counterweighting required.
Bensinger and Derndinger were attracted by iron’s ability to hold heat within the combustion chamber, which in their opinion
tended to run cooler than was optimum for best performance. Using aluminum would only cause it to run still cooler. The all-important rotor tip seals moved back from experimental types that looked promising to a three-piece cast-iron seal of proven design.
Seals had small passages machined low in their faces to help gas get under them to create a tighter seal. As the Mercedes-Benz Wankel became more highly developed, seal tightness continued to limit its potential output. A rapid rise in combustion pressure for a high-performance version caused a fine blow-through of gas from one chamber to its fellows. More power and better economy were obtained with dual ignition but at the expense of high pressure rise and subsequent blow-through. Daimler-Benz limited its most developed Wankels to a single surface-gap spark plug per rotor for this reason.
As tuned for normal passenger-car use, with inlet ports 34 mm in diameter, the triple-rotor version developed 210 to 220 bhp. Total displacement of the three chambers around one rotor assembly was 1,800 cc. Swept volume of the three-rotor engine was thus 3 x 1,800 cc or 5.4 liters, and that of the four-rotor version 4 x 1,800 cc = 7.2 liters.
Adequate though it had been for the 300 SL, a mere 220 bhp would not have been enough to propel a high-performance sports car in the style of the late 1960s. At its leading edge the engine’s exhaust port was gently beveled to advance exhaust timing. Inlet ports were much larger, 43 mm, and their trailing edges faired into the chamber for smoother flow and delayed inlet timing. The rotary engine was highly responsive to these modest changes. Its output rose to 330 bhp gross and 270 to 280 bhp at 7,000 rpm as installed with accessories.
Instead of focusing its power at the top end, the three-rotor Wankel spread it over a broad range. It idled smoothly at about 1,000 rpm and accepted full throttle without stumbling as low as 1,600. From there power climbed with authority, the torque leveling off between 5,000 and 6,500 rpm before peak power was reached at 7,000.
The addition of a fourth rotor in October 1969 yielded impressive advances in both performance and refinement. Officially quoted at 350 bhp at 7,500 rpm with all accessories, the output of the 7.2-litre four-rotor unit was seen at levels as high as 360 to 370 bhp during development. Its maximum torque, 290 pound-feet, was maintained between 4,000 and 4,400 rpm. Power output was exceptional for an engine weighing only 396 pounds complete with starter, generator and air filter. The four-rotor version could be made significantly quieter and smoother than the three-rotor unit.
However the engines were not considered production-ready. Not enough KE-series Wankels had successfully survived the rigorous tests required to validate their durability to and beyond 100,000 km or 60,000 miles. Said chief engineer Hans Scherenberg at the 1970 Geneva Salon, “It is my opinion that insufficiently mature standard production by our firm of this brilliant idea would do more harm than good.” His was the decisive verdict.
above
A nice day on the Bodensee was a business break for Wolf-Dieter Bensinger, left, and Felix Wankel. Theirs was a productive partnership for the new engine.
Pilot
Max Performance Summer
(PZ4)
Utilizing motorsport-derived technology gained while manufacturing tires for the highest level of competition, the P Zero (PZ4) is developed for some of the most powerful and most exclusive automobiles on the road. The asymmetric tread design features a center section and inside shoulder that focus on wet traction and hydroplaning resistance, while the outer shoulder is designed for dry handling, grip and lateral stability for high speed cornering.
Ultra High Performance All-Season
Etching another chapter into Pirelli’s storied legacy, the P Zero AS Plus 3 was built for enthusiast drivers of sports cars and luxury sedans looking for year-round performance by building on its predecessors’ strengths to achieve higher levels of traction and longer mileage with a next-generation compound, stiffer materials and an optimized footprint.
Crossover/SUV Touring All-Season
Designed for the specific vehicle demands of CUVs, SUVs and pickups, the Scorpion WeatherActive is built to keep drivers safe, comfortable and in control in any season, thanks to its deep siping and a multitude of biting edges to support light snow performance worthy of a 3-Peak Mountain Snowflake symbol.
BIRTH of the Mercedes-Benz VISION SLR
story Alfredo Stola
photographs René Staud
The project I’m going to share with you is about one of the most beautiful cars our family company has been involved with since 1919, the year my grandfather founded his model shop, ALFREDO STOLA TORINO.
Of course, this is my opinion, but even today, just like twenty-eight years ago when the director of the Mercedes Style Center, Bruno Sacco, together with his deputy Peter Pfeiffer, showed me the drawings and the scale model, this thought of mine has not changed. I will tell you about the “Vision SLR”, the show car presented at the Detroit Auto Show on January 4, 1999.
A week before Christmas 1997, I was invited to Sindelfingen to discuss a new project. I never flew to Stuttgart; I had gotten into the habit of driving my Mercedes-Benz CLK Cabriolet across the Alps via the San Bernardino Pass whenever I travelled to Sindelfingen.
With my assistant Gioachino Grande, I arrived at the Hotel Ramada in Sindelfingen late afternoon to prepare for the appointment the following morning. At the meeting, Mr. Sacco and Mr. Pfeiffer were waiting to describe the details of the work to be done. They showed us their style proposal, and I immediately imagined that it would be the most beautiful show car of my life.
It was the time period in which Mercedes-Benz returned to Formula 1 through its FO 110F 3.0 L V-10 engine that powered McLaren, and drivers Mika Hakkinen and David Coulthard had secured fourth place in the constructors’ world championship.
This is a very encouraging result considering that the last Formula 1 world championship won by the Mercedes-Benz team was in 1955, when the Argentine ace Manuel Fangio was at the helm.
So many years had passed, due to a difficult choice by the Stuttgart company to no longer officially participate in speed racing after the catastrophic accident of the SLR 300 at the 24 Hours of Le Mans that same year, driven by Pierre Levegh.
What struck me when I saw the drawings of this concept car was that the style was strongly inspired by the arrow-shaped front of the McLaren F1 MP4/1,
giving me the overall idea of a very modern Gran Turismo destined to become an eternal classic one day. The design of the Vision SLR was not like the other show cars we had participated in under the care of Advance Design, but this time the large production car department directed by Peter Pfeiffer was involved.
At this meeting we were informed that the bodywork would have to be made of carbon fiber, that the interior upholstery, as always, would be taken care of by the Gavina family’s SALT company, and that the exterior and interior styling models needed to make the molds would arrive in Italy in the first week of May 1998.
On the same occasion, they also told us that the perfectly mechanized and motorized chassis would arrive in Rivoli a month later and that Mr. Jurgen Weissinger, already known to us from the Maybach Concept project, would be responsible for it, with his team present in the final phase of construction of the show car at our model shop.
The 1998 Turin Motor Show, whose press and industry days were scheduled for April 22 and 23 at the Lingotto headquarters, was an opportunity to meet practically the entire Mercedes Style Center team. Their stand will showcase, in world premiere, their entire range, the new SLK and the A-Class Turin Edition concept.
The 1998 Turin Motor Show, whose press and industry days were scheduled for April 22 and 23 at the Lingotto headquarters, was an opportunity to meet practically the entire Mercedes Style Center team. Their stand will showcase, in world premiere, their entire range, the new SLK and the A-Class Turin Edition concept.
We at Stola also had our own display in this hall featuring the Alfa Romeo Sportwagon, the Fiat Palio, and, above all, our Abarth Monotipo show car, which is made entirely of carbon fiber.
top Mercedes-Benz SLR McLaren - The Design: exterior, interior, and material designers work as a team on the SLR development.
bottom
“Study for
The SLR style models were scheduled to arrive in Rivoli as planned with the truck from the Sindelfingen Style Center during the first week of May. Peter Pfeiffer, who was also supposed to meet his designers at this occasion, was already present. However, the designers were busy with their other style projects at our model shop.
The main focus that day was on the SLR. Among the many points discussed with our technical manager Felice Chiara regarding the two style models, Mr. Pfeiffer asked us for a quick answer on whether the two doors could open in the same way as our Abarth Monotipo show car.
Our technician responded positively, suggesting a minor adjustment to the cutting lines in the front fender/door area to allow for rotation. Satisfied, Mr. Pfeiffer inquired about the additional cost for this solution. After a quick check by our technicians, they confirmed that no extra charges would be required. Although there was, in fact, an additional cost, the excitement of working on such a beautiful car made me happily accept that decision.
Once all the construction activities for the molds and the details of both the bodywork and the interior had been completed, designers Gorden Wagener and Steffen Kohel, along with SLR design directed by Peter Pfeiffer, would spend a few months with our team.
Working with these two young designers was an unforgettable experience, and I can say that from this project, a genuine friendship was born that still endures today, certainly strengthened by many nights and weekends of hard work on the show car.
Years later, in 2008, after Mr. Pfeiffer retired, Gorden Wagener became the director of the Mercedes Style Center, and Steffen Kohel became the head of Advance Design. I believe that the SLR was very important for the careers of these two formidable individuals.
Throughout the project, particularly during the assembly phases, Jurgen Weissinger’s team of mechanics works diligently. Their task was to ensure that the show car work perfectly in each of its minimal functions, adhering to the tradition of the Stuttgart-based company.
The SLR features many aluminum details, both inside and out. These details needed to be milled with numerical control and polished by hand, requiring the expertise of our best polishing specialists. For the first time in our history, Stola produced the futuristic wheels by milling four aluminum forgings.
the Gran Turismo of the 21st century Vision SLR: the Silver Arrow of Tomorrow”.
Painted in a stunning metallic gray designed by the trim and color department of Sindelfingen to evoke the legendary color of the Silver Arrows and McLaren itself, on November 1, 1998 this F1, powered by a Mercedes-Benz FO 110G with Mika Hakkinen at the wheel, clinched the constructors’ and drivers’ world championship. For all of us, including the Mercedes-Benz team involved in this Vision SLR, the double victory just before delivery was thrilling news that fueled our excitement for this project even more.
In the second week of December, we received a very important visit from the CEO of MercedesBenz, Professor Jűrgen Hubbert. On this occasion, Bruno Sacco and Peter Pfeiffer were also present to view the nearly finished show car.
The Vision SLR was completed on the afternoon of December 24 after two consecutive nights of work. As usual, the precious saddled interior finishes were mounted inside the cockpit, personally transported by Mr. and Mrs. Gavina to our model shop at 3 a.m.
The success at the Detroit Auto Show was incredible. The recent double world victory in F1 was a proud achievement, personally shared by Jűrgen Hubbert during the press conference on January 4, 1999.
Roberto Stola, Gioachino Grande, and I, along with my wife Maria Paola and my son Francesco, attended the Detroit event with the usual bottles of Bellavista Franciacorta sparkling wine brought from Italy. At the Mercedes-Benz stand, we celebrated the great success of the project together with Mr. Sacco, Pfeiffer, Leschke, Kramer, and Holzel.
That evening, we hosted a dinner at the famous restaurant The Rattlesnake Club in downtown Detroit for many of the Mercedes-Benz people involved in this project. The following morning, again at Cobo Hall on the second day dedicated to the press, Mr. Sacco and Pfeiffer at the MercedesBenz stand informed us that the Roadster version of the SLR Vision was scheduled for delivery at the end of August at the next Frankfurt Motor Show in 1999.
Evidently, following the extraordinary success of the previous day, acknowledged by the press and television, along with the double victory in F1, there were indications that this grand tourer was poised for a production future, allowing it to replicate the glories of the legendary 300 SLRs of the 50s, in both coupe and roadster versions.
As anticipated by the registry office and Mercedes-Benz’s internal regulations, Bruno Sacco
retired in 1999 after forty years of an exceptional career at the style center. I had the honor of being invited to his farewell party in Sindelfingen, an unforgettable event attended by his most significant colleagues and the top directors of the board.
Back in Italy, during the early days of February 1999, the style model of the Vision SLR Roadster arrived from Sindelfingen. Following that, the work on constructing the specific parts for the roadster version and the shared components for the coupe began. A month later, the chassis powered by Stuttgart arrived, accompanied by Jurgen Weissinger’s team. The presence of Peter Pfeiffer, assisted by Gorden Wagener and Steffen Kohel, was very active.
Before being transported to the Frankfurt Motor Show, the SLR Vision Roadster, along with the SLR Vision Coupe and a classic 1955 300 SLR, Ali di Gabbiano starred in one of the most complex car shoots ever made.
To celebrate the silver color of the sporting history of the Stuttgart star, the Italian site of the Carrara marble quarry was chosen. This precious mineral was first used in Roman times by Julius Caesar and later during the Renaissance by Michelangelo for “La Pietà,” his most famous sculpture.
The success at the Frankfurt Motor Show was even more impressive. Although the F1 championship had not concluded yet, the MercedesBenz-powered McLarens were achieving excellent results. (In the end, Mika Hakkinen would become the world champion driver, and Ferrari would win the constructors’ championship.) During that press presentation, it was announced that the SLRs in coupe and roadster versions would be produced.
The SLR’s production began in 2003. Its assembly will take place in England at the McLaren headquarters, and its full official name will be Mercedes-Benz SLR McLaren.
At the beginning of 1999, the Style Center in Sindelfingen underwent a management change. As Bruno Sacco himself indicated, Peter Pfeiffer became his successor.
190 SL, Icon of Beauty
How about a 1960s roadster? Cool. A design to die for, complete with a gorgeous dashboard? Sure. Made by one of the leading car companies in the world? I mean, what’s there to question? With a 1.9-liter fourcylinder engine and 109 horsepower? Oh, are we still talking about the same car?
Axel E. Catton
Heinrich Hülser
PREviOuS
The 190 SL is in its environment at the Schauspielhaus Theater in Munich.
OPPOSiTE
The Mercedes-Benz Heritage 190 SL sports shiny black paint (DB 40), a cream beige leather interior (code 209).
Very few roadsters with such a wealth of potential and provenance have faced such an uphill battle in public perception. Designed in 1953 by Walter Häcker under Karl Wilferta, the 190 SL arrived at a pivotal moment for Mercedes-Benz and Germany. The Wirtschaftswunder was in full swing; Germans had disposable income and were buying once again. Europeans were purchasing German products en masse, and Americans adored everything Mercedes-Benz.
Enter stage left Max Hoffman, an entrepreneur, importer, and general powerhouse in the American automotive business for German high-end manufacturers. The 300 SL, in both gullwing and roadster form, had taken the hearts of American celebrities by storm and became the car to be seen in by the jet set and glitterati on America’s West Coast. However, it was also blisteringly expensive. Therefore, Mercedes-Benz — and Hoffman — needed something for the less-than-monied American clientele. Hoffman was the mastermind behind many automotive creations aimed directly at Americans, like the Porsche Speedster, for example. Consequently, engineers and marketers in Stuttgart were tasked with capitalizing on the 300 SL recipe, in looks and attitude, but making it more overall.
We give you — the Mercedes-Benz 190 SL. Aside from the smaller number, at first glance, visitors at the 1954 New York Auto Show were treated to a stunning two-seater, low-slung design featuring a wide Mercedes-Benz grille with round lights reminiscent of the gullwing, a hood with a promising bulge, and a sloping rear deck. A particularly enticing nod to its larger brethren was the “lips” covering the wheel arches front and back, similar to those designed by Friedrich Geiger for the
300 SL. Inside, two generously sized seats made the 190 SL much more accessible to a broader audience than, say, the tiny buckets found in Porsche 356 Speedsters. The dashboard of the 190 SL not only closely resembled that of the 300 SL, but at that time, it was arguably one of the nicest places to sit behind the wheel of a modern car.
All this went through my head when MercedesBenz Heritage called and offered me a car for my epic European trip last summer. “We have a 190 SL for you, which you can keep overnight and drive to Munich,” they said. And yes, this sign of trust and cooperation will always be an enormous sense of privilege. Heritage’s little roadster was a shiny black (DB 40) with a cream beige leather interior (code 209), and that gorgeous dash.
The steering wheel and knobs are completely white (how it should be). I have a preference for W 111s and occasionally W 108s being all black with buttons and switches, just featuring a white steering wheel. But no, this car was stunning. The beige carpet complemented the overall appeal, so I took the key and prepared myself for an awkward entry into the two-seater.
My surprise couldn’t be bigger. And it’s not going to be the only one this weekend. It all starts with getting inside. The doors open an impressive 90 degrees, allowing my 6’4” frame and long legs to enter with ease. The large seats are incredibly comfortable for a roadster; you sit low with the quite sizeable steering wheel close to your chest, reminiscent of the 1950s. However, there is abundant legroom, really. When I’m not operating the well-placed and easy-to-press clutch, my left leg is fully extended. I think I can live with that.
bElOw
Despite being the smaller brother of the 300 SL, the 190 SL’s cockpit area is way above its class, with one of the most beautiful dashboards ever made.
Technically, the 190 SL is based on the rather pedestrian W 121 sedan, nicknamed the Ponton, for its lack of fenders — a radical novelty at the time. To distinguish the roadster from the other models, it was internally designated W 121 BII, which stands for “Baureihe 2” (2nd model line). The intention was to offer a more affordable alternative to the swanky 300 SL, but with less than half the power output (105 vs. 215 hp), its performance fell short. While reaching 110-115 mph was possible, I imagine the experience wouldn’t have been enjoyable or quiet. Accelerating from 0-100 kph (62 mph) took 14.5 seconds, which was quite respectable in the 1950s. Among its more popular European rivals, the 1955 MG A, with its 72 hp 1.5 L engine, sprinted to 60 mph in 16 seconds.
The 190 SL’s 1.9 L (1897 cm³ to be exact) was developed specifically for this model and is more powerful than the 1.9 L used in the sedan. It promised 105 horsepower under the hood, delivered at 5700 rpm. This is why, when it’s used as a classic, you won’t get anywhere near that power. Torque is rated at 105 lb-ft at 3200 rpm. So, if you drive it the way I do, cruising along the countryside, you will not reach triple digits in either.
To begin, we stow our luggage in the trunk, which holds more than just a weekend’s worth of soft 1950s leather bags. We are putting the top down, which is self-explanatory but slightly more involved than what we’re accustomed to today. The frame must be positioned precisely on both sides, or the boot cover won’t fit properly. But let’s face it: in anything other than pouring rain, the top down is what we’re after. With the sun behind us, the
wonderful dashboard, adorned in white Bakelite and plenty of chrome, glistens beautifully. I must admit, this side of the 300 SL, the 190’s cockpit, probably features one of the most stunning postwar dashboards from Sindelfingen.
The car starts by pressing a delightful chrome button more reminiscent of high-performance vehicles than the little cruiser. The clutch is very light, and the gear lever is easy to handle, albeit a bit vague. My car is 64 years old, so you’d be vague too. The steering is light and precise enough for a cruiser. A large wheel doesn’t encourage you to carve corners; instead, you glide along to be seen. In 1950s Germany, the 190 SL, launched in 1955, was considered a boulevard cruiser and appealed to women. There is a rather unfortunate connection to a woman of the night in postwar Germany, but that’s now been so long ago that most people will have forgotten about it.
I think of the 190 SL as the “SL for her”, the little car to be seen in downtown settings, so I am heading to Munich, Germany’s most affluent city. Firstly, I navigate through Stuttgart traffic, which the SL manages super easily. I notice people looking, partly because of the 190’s beautiful shape, but also partly because of the incredibly shiny black paint which makes the SL look oh so expensive. The (almost) white walls set the car firmly in its time. My friend Wolfgang had given me a “string of pearls” route along the Schwäbische Alb, a route off the beaten track, avoiding Autobahnen as much as possible. “Take a left at the butcher, go straight on at the bakery, stop there for a delicious coffee.” I reckon this is how long-distance traveling in 1950s Germany would have been.
Eventually, it gets late enough that I need to make up some time, so I join the A8 Autobahn. The standard of technical capability in anything from Mercedes-Benz Heritage is so high that I have absolutely no doubt that “the little engine that could” will get me where I need to be. I want to play it cool, staying around 100-110 kph (approximately 60-70 mph). Not the roadster; it was going at 120-130 kph (76-81 mph). At one point, I am overtaking a lot of vehicles at 140 kph (87 mph) and easing off, but to my surprise, the 64-year-old two-seater is comfortable at 130 kph (81 mph). I easily keep up with traffic, the sun is down, and the wind makes up for the lack of air conditioning. Both the Mercedes-Benz and I are happy.
That’s when I arrive in Munich. At 4 pm. On a Friday. And believe it or not, only then did it hit me. What. Was. I. Thinking? Asking my photographer
Exquisite details left no doubt that the buyer of this sports car had made it.
friend to do a city shoot (which I had in mind) in Munich on Friday afternoon, during weekend rush hour? So, I’m stressed, Heinrich is cool, and the 190 SL doesn’t bat an eye. He takes me up this lane and down that street, and the little four-cylinder maintains its composure, the fan doesn’t kick in, the temps stay low. Eventually, we find ourselves in front of the opera house in Munich and the Schauspielhaus, which are two iconic buildings for the arts. The Schauspielhaus in particular looks so 1950s in its style, so the jet black SL looks right at home. People are snapping pictures. And then the police arrive because usually one can’t take pictures here without a permit. Heinrich keeps working, the police look on, nod approvingly — and then disappear. We look too much like we belong there for anyone to bother.
As we wrap up our shoot in some of Munich’s side streets, the reverse gear gives out. It simply won’t engage anymore; we can only go forward. Heavens, explains Heinrich, “the car is so light” (about 2,400 lbs) “I can push you back if needed.” In the end, it was just the ring that had snapped out of place. However, the 190 SL wasn’t out of place anywhere, whether in the streets of Munich, on the open road in the Schwäbische Alb, or cruising at 130 kph (81 mph) on the Autobahn. I am impressed.
A while later, I meet my old friend again at Lake Como in Italy, as the 190 SL has been pressed into service for Mercedes-Benz Heritage’s media drive program. While I don’t need seat time in it anymore, I do get to drive it for the photos taken. Go here, do this, reverse (it works now), turn around. It’s funny how one long-distance trip changes the way you feel about and trust an old car so much differently than after just a 30-minute stint. Since I enjoyed that experience so much, my friends at Heritage gave me another 1960s icon to bring down to Italy from Stuttgart, the 1967 250 SE (W108). That model line turns 60 this year, and The Star will have my impression on this one for you in an upcoming issue.
Mercedes-Benz
Aram Setian photographs Mercedes-Benz Archives
EXCELLENCE IS EARNED
story
I have been enjoying The Star for decades. The articles are engaging and informative. They are complemented by the stunning illustrations of the classic and contemporary Mercedes-Benz models. As an engineer, I have always been fascinated by the ingenuity of design and technology and eagerly anticipate what will be new in the upcoming magazine issues and the articles about MercedesBenz models.
One area that I have found that is not covered in the articles is the phase of vehicle development and testing. The designer teams design the vehicle, and then it begins the journey of nearly seven years of testing, improvements, and fine-tuning until a model is finally introduced into the market.
I had the unique opportunity and privilege as an MBNA/MBUSA engineer to be a part of that process. I had a role to host and participate in the Daimler-Benz test activities. These were mostly in the United States and Canada. Teams of dedicated engineers and technicians crisscrossed the vast U.S. landscape, East to West and North to South. The extreme cold or hot weather tested the endurance of the vehicles and the personnel. Some of the testing was also done on dedicated test tracks.
In the early 1970s MBNA was growing and expanding. A new Headquarters as well a Test and Service Center were being built in Montvale, New Jersey. The Service Engineering department was also expanding. I was hired by MBNA because of my experience and knowledge in electronics, instrumentation and testing. I complemented the team of mechanical engineers. More electronics were being added to the upcoming MercedesBenz models, and I was the first Mercedes-Benz Electronics Engineer in the US. I recall during my interview, I was told that a part of Service Engineering functions was the Annual Winter and Summer tests. These tests included current Mercedes-Benz and competitive U.S.-market models.
Our Daimler-Benz counterparts in the Service and Development department engineers participated and provided upcoming model prototypes for the test drives. To share the experience and knowledge, MBNA Field, Special Technicians, Training, Public Relations and Marketing Departments were invited to participate. The experience and knowledge helped us to better understand and communicate with the U.S. Mercedes-Benz owners and dealer technical personnel. Although it was not common knowledge, Mercedes-Benz Truck testing was performed by MBNA with participation of our counterparts from Brazil and Germany. The basic design trucks were
top
Kapuscasing, Ontario, Canada, discussion on competitive GM diesel engine with ‘Fast pre-glow” plugs that were later introduced by Mercedes-Benz.
bottom Vehicles in Kapuscasing, Ontario, Canada, in “Cold Soak” in preparation for testing the following morning.
opposite
Kapuscasing, Ontario, Canada, Daimler and MBNA engineers discussing the starting challenges of the M110, carburetor-equipped engine (Euro version was equipped with EFI).
manufactured in Brazil and imported to the U.S. Our contribution was to introduce improvements, such as the electrical system, starting batteries, automatic transmission and the heating system. The performance was evaluated during the Cold Weather Testing program, mostly in Kapuskasing, Canada. Similarly, there was a brief introduction of the legendary 0 309 D minibus. As the U.S. market required heating and air conditioning, it was mostly sold as a shuttle and sightseeing bus.
Participating in vehicle testing provided us with a unique opportunity. We gained knowledge that helped us maintain and enhance our expertise. We communicated directly with key experts in the Daimler-Benz Engineering Development department and the corresponding management. We shared our insights within the MBNA/MBUSA Training, Service, and Marketing departments. Utilizing our resources, we initiated specialized training sessions with the respective responsible developers in areas such as Engine, Transmission, HVAC, Soft/Hard top, Safety (Crash), and Info/ Entertainment.
The Daimler-Benz testing in the U.S. typically lasted 3 to 4 weeks, occurring several times a year. Teams of Daimler-Benz engineers and technicians were supported by the responsible system development supplier participants, including Bosch, Behr, and Siemens. MBNA/MBUSA played a role in facilitating logistics, coordination, and support. The Summer and Hot Weather testing primarily took place in Death Valley, as extreme temperatures impacted the powertrain, engine, cooling system, and transmission. Testing in Houston was conducted due to high temperatures and humidity affecting air conditioning performance. Dedicated track testing was mainly conducted in Laredo, Texas. The test track was initially leased but was later purchased and renovated by Daimler-Benz. I was honored to be assigned by MBUSA Engineering as the representative and coordinator. While the main track, a five-mile round and banked course, was used for high-speed and wind noise testing, it’s little known that significant development time was spent here on the SLK model and other convertible models. Special facilities and equipment were set up to test the integrity of the retractable hardtop, including a rain machine, twist and turn track, and a rough surface for rattles and squeaks.
The hot weather testing followed a specific schedule while pushing performance to its limits. Vehicles were equipped with recording instruments that monitored the status and performance of the
respective systems. I personally participated primarily in the HVAC system performance testing. In preparation, the test vehicles were locked up for a three to four-hour “Heat Soak.” Testing began after quickly entering the heated vehicle and starting the testing equipment to gather the baseline measurements. Upon command, the vehicles were started, and a specific driving program/sequence was followed. One of the routines simulated a stop-and-go traffic cycle. Since all the vehicles followed the same routine, the results were comparable, allowing for monitoring of improvements.
The Winter, Cold Weather testing took place in the Northern U.S. and Canada. Bemidji, Minnesota, with suitable hotel parking, privacy, and many unplowed rural roads. An even more extreme test occurred in Fairbanks, AK, where temperatures dropped below minus 40 degrees Fahrenheit. However, the most memorable cold weather test was in Yellowknife, Northwest Territories, a three-day drive north of the U.S. border, featuring a challenging yet spectacular ice bridge over frozen ice roads.
The Cold Weather testing involved both static and dynamic assessments. Driving on snow-covered surfaces provided an effective evaluation of tires, traction, and stability. The static testing included checking basic functions and operations. Daily activities and schedules were outlined, assigned, and discussed the day before. The vehicles were “Frozen,” with no access for 12 hours overnight. The test began at 6:00 a.m. as temperatures are lowest just before sunrise. I recall walking out onto the crisp, snow-covered parking lot, followed by a group of participants dressed appropriately for the cold weather, to start checking the locking and unlocking of the vehicle, followed by opening and closing the doors and trunk compartment. Once inside the vehicle, the functional checks continued with the opening and closing of compartments that didn’t require electrical power, manual seat adjustments, and operating the windows. The sequence was detailed, and results were recorded on the daily Test Sheet. The next step was attempting to start the engine, which was always done without any aids like an engine block heater until deemed necessary. In the early years, engine starting behavior was recorded manually, later shifting to recording equipment, and eventually computers. In later years, advancements in engine design and the introduction of synthetic engine oils meant that no starting aids were needed for temperatures of minus 30° F, even for models equipped with diesel engines.
The engine start was followed by a road test, which involved monitoring and recording the heating performance. The road test follows a prescribed routine to facilitate performance comparisons between vehicles, including reaching the maximum interior temperature. At the conclusion of the road test, the electric operation of the power windows, seats, sliding roof, and power trunk opening were evaluated. After the morning routine, all the results were reviewed and recorded, and the afternoon schedule was assigned. At the end of the test, a formal report was issued and distributed to the respective responsible parties internally and to Daimler. Occasionally, Daimler Cold Weather testing was conveniently combined with Hot Weather testing. Testing programs in December began in Laredo, Texas, and concluded with driving north to Bemidji, Minnesota.
The fresh snow provided suitable testing opportunities for vehicle performance. High-altitude vehicle performance was also evaluated by driving in Colorado’s Pike’s Peak course. During the years of diesel engine-equipped vehicles’ popularity, these tests initiated considerable improvements.
The “Executive Drive” usually follows the three-to-four week testing segment. Daimler, along with development department engineers and participating executives discussed key topics during the evaluation drive. Selected representative prototype Mercedes-Benz models and competitive vehicles were driven by the test drive participants. The objective was to demonstrate the status of the specific model’s development stage, followed by discussions, improvement proposals, and approvals. The contributions of the participating MBNA/ MBUSA personnel address U.S. consumer concerns and are always acknowledged and appreciated.
The non-climate control-related Mercedes-Benz testing encompassed systems directly linked to the U.S. Mercedes-Benz customer, environment, geography, and competitive features, including cruise control, navigation, radio reception, and cell phone performance. It was a great feeling of pride when, after years of testing, the models entered the market. Knowing that our contribution was appreciated; meeting and exceeding the expectations of the Mercedes-Benz owners.
I had the privilege of participating in the Marketing and Public Relations departments’ new model introductions, thanks to the knowledge and experience gained during vehicle testing. I coordinated the preparation of the new models for the events with the assistance of a team of specially trained MBUSA and Daimler technicians and engineers. One of the most memorable experiences was the monthlong M-Class International Press launch, which included over 100 engineers and technicians, as well as MBUSI personnel.
To my knowledge, these days, a significant amount of development relies on AI and data collected over the past decades. On a rare occasion, Executive Drives occur in the U.S. with visits to the Mercedes-Benz Design Studio in California. This fascinating place is one I had the privilege to visit.
Note: Due to security protocols, no photography of the prototype test vehicles was allowed, so limited photos are available. However, MBNA/MBUSA testing mementos are attached.
above
On the way home from testing in Bemidgi, Minnesota. My Daimler counterpart and I provided pre-production W 220 testing.
opposite Daimler, MBNA and MB Canada engineers on the way to Yellowknife, Northwest Territories, for the most challenging cold weather testing, W 124 models (prototypes not shown).
Tragedy of Crashed Classic Cars
story and photographs
Pierre Hedary
About eight years ago, a customer brought his W 123 to me for a routine front suspension rebuild. Not thinking much of it, I lent him my well-worn ’85 Signal Red 300 TD as a loaner car since I would need his car for 24 hours, and he was experienced with operating a W 123. Unfortunately, he left out a crucial detail: his hotel was 40 miles from my shop. Had I known this, I would not have lent him my 300 TD.
About two hours later, he called to inform me that he was in the hospital after being involved in a serious accident in my car. He was traveling on I-95 when another vehicle rear-ended him, causing significant structural damage to my TD. Although he ultimately recovered, my 123 wagon was crunched all the way to the driver’s door.
I decided to conduct my own investigation into the accident, and I discovered that he was traveling 40 mph in a 70-mph speed zone. He entered a construction zone, slowed to 15 mph, and was struck by a Chevy Cobalt in the rear left side, which was slowing down from 70 mph. He turned my car into a moving roadblock because he wasn’t paying attention to other drivers in the area. This scenario repeats itself all too often with owners of classic Mercedes-Benz vehicles. How often have we seen some oblivious fool driving their W 123 or R 107 at 15 mph below the speed limit? I often think to myself, “One day, someone won’t see them, and that car will be for sale on Copart.”
Why Classic Cars Die
Most classic cars don’t die from mechanical failure or rust. Instead, most of them meet their end due to collision damage that results in the owner of the car simply not knowing what else to follow their insurer’s advice, who frequently says, “total it.” Having good insurance isn’t really a solution either, as the insurance company wants to write you a check and send you on your way. The cost of repairing a classic
car after a significant accident often exceeds the insurance payout.
In this article, we will explore what insurance companies do and how to properly repair your classic Mercedes-Benz if it is involved in a collision. Many of these cars have been lost to accident damage. The second cause of loss is simple owner neglect, such as leaving your old W 126 parked outside for 20 years, allowing the environment to take its toll.
Common Insurance Mistakes
Having insurance is much like carrying a nice revolver in your pocket. It’s there for the emergency that you hope never occurs. You can make the argument that even if you become a victim of a crime where you need a gun, you may have been negligent enough to put yourself in 90 percent of the scenarios where a gun might be needed. The remaining ten percent could simply be chalked up to bad luck. In the world of collector cars, this could be likened to a jet engine falling on your garage, even when you live many miles from an airport. The same can be said of car accidents. While many people who have been victims of a car accident claim that someone else was at fault, they are often asleep at the wheel, failing to watch for
280 SL fender details. Pagodas feature a unique monocoque frontend design without seams.
dangerous drivers or situations that lead to their cars being damaged. Now, the typical classic car owner might say, “But if you have the right insurance policy, then they pay out for your car, and that’s that.” And yes, a truck will show up, take your car to Copart, and you’ll get $25,000 or some sum of money that is basically worthless and will be spent in a few weeks. You will brag to your friends that “your 40-year-old Mercedes-Benz saved your life.” But for those of us who couldn’t care less about the financial argument and want our cars fixed properly, the payout doesn’t mean much. And now, in Pierre Hedary fashion, I will remind you that they aren’t making W 123, W126 or R 107 cars, and we can’t just assume we can still have nice things.
Here are the insurance mistakes that we, as classic car owners, typically make. First, you should not insure your classic car like you would a modern vehicle. A typical insurer will value your classic as entirely worthless unless you sue them. The at-fault party will always evade responsibility, claiming that it’s an old car and its time was up fifty years ago, forcing you to hire an attorney and sue for emotional damages.
An agreed-value policy is safer, but you must insure the car for the highest possible amount, understanding that even this maximum may not cover repairs if your car suffers serious structural damage. Generally, the repair costs can be twice the highest insurance payout, unless you own a 280 SE 3.5 and have a $200,000 policy on it.
This brings up another point. I wrote this article for people who own relatively undervalued cars that are both usable and well-made; think W 123, W 126, R 107, W 111, W 115, W 116, and similar robust Mercedes-Benz models. These cars are worth preserving and repairing, but they are not insurable for large amounts of money because they remain affordable.
Why Fix a Cheap Old Sedan?
Many of us have forgotten that we live in the age of plastic. When you spend $50,000 on a Kia minivan, $115,000 on a Jeep Grand Wagoneer that is likely to destroy its engine right out of warranty, or $65,000 on a Ford F150 Lightning with an electric range of 150 miles (effectively making it a golf cart), why not invest $50,000 in repairing a wrecked version of the best damn car in the world? These cars are made of virgin steel; they are free of the wretched computers that make modern vehicles nearly impossible to fix, and they lack the plastic interior and exterior nonsense, the ridiculous accessories, and the bland styling of
contemporary cars. If you disagree, consider the cars you have owned throughout the years—you will likely remember the Mercedes-Benz vividly, while those other modern vehicles will fade from memory, if they are remembered at all.
To make matters worse, many drivers on the road don’t care about your classic Mercedes-Benz. Following accident repairs, if the accident appears on the car’s vehicle history report, certain auction sites won’t consider the car if it has any accident damage history, even if it was just a simple fender replacement. In my opinion, this is ridiculous, but it reflects the pettiness of the new breed of classic car enthusiasts who use these sites to scratch a bizarre, expensive itch.
The Collision Repair Black Hole
If you get into an accident and receive an insurance payout, you will need a shop to fix your car. If you make the unfortunate choice to go with your insurer’s body shop recommendation, they will likely find a way to total your car, as these shops prefer fast turnover and simple jobs that don’t require extensive effort to find parts and perform heavy labor.
Finding a shop to fix your classic MercedesBenz is a slow process, and I believe more people would restore their classic cars if there were a more straightforward path to getting them repaired properly. To be clear, most mainstream collision shops have no interest in repairing your classic MercedesBenz, and even if they do, most will not do it the right way. Shops that know what they’re doing do exist, but you have to search for them. So, what is the right way?
Using Your Wrecked Mercedes-Benz the Right Way
Assuming your car has structural damage (distortion or destruction of the structural metal beneath the sheet metal), to straighten the car, it must be placed on a Celette bench. A Celette bench is a specialized alignment jig with removable attachment parts for your car’s body. It resembles the chassis of a railroad car and is extremely strong, allowing it to withstand the pulling forces needed to straighten a wrecked body shell. The attachment parts bolt to key structural and dimensional areas of the car shell, enabling all these points to be pulled out, replaced, or reworked to their factory dimensions.
If some parts are so damaged that they need to be replaced, Mercedes-Benz has prepared for this situation. Mercedes-Benz constructed these vehicles from individual components that were spot-welded together. There is a factory repair process for every part of each model platform.
To properly use the Celette bench, the entire driveline, interior, and external parts of the car must be removed. The bench performs optimally when the car is a lightweight shell, allowing each dimension to be corrected with an unstressed body. The combination of Celette measurements (which are often precise to the millimeter), resistance spot welding, and adherence to factory guidelines will ensure that the car looks as if it was never hit.
The information about body dimensions can be found in the large blue books for each chassis, such as the W 123, R 107, and W 126, which are included in group sixty and later. Before that, another book existed, called the “Body Repair Manual.” This book was published in two versions: one for 1959-67 models and another for 1968-72 models. There may have been an additional book after that, but ultimately, the repairs were documented in the service manual for each chassis.
As you can imagine, this process is quite expensive; however, with the right combination of insurance payouts, suing the person who hit you, and saving a little extra over time to create a financial buffer, it is not insurmountable.
Finally, of course, the best “insurance” is to use your classic Mercedes-Benz carefully.
A W 113 280 SL angle not often seen.
Polished Gems:
The W 124 Sedans, C 124 Coupes, A 124 Cabriolets and S 124 Station Wagon (1986-1995)
story Star Editorial Team
Safe, well-built, and subtly stylish, the 1986-1995 E-Class offers something for everyone and stands as one of the best production cars ever made. The W 124 series E-Class sedans, A 124 Coupes, C 124 Cabriolets, and S 124 Wagon variants exemplify what a proper Mercedes-Benz should be. As the direct successor to the W 123, the W 124 had very large shoes to fill within the product lineup. Produced from 1985 to 1995, this versatile series from Sindelfingen was also available in a rare six-door version.
OPPOSiTE
A trio of W 124 model platforms. Sedan, wagon, as well as coupe. The cabriolet model was not shown yet.
RiGhT (TOP)
A Teutonic interior.
RiGhT (bOTTOM)
Plaid seats, a spartan rarity that has become very desirable.
History and Background
One particularly fascinating fact is that the W 124 was among the first vehicles developed using wind tunnel testing, not only for aerodynamic refinement but also for interior and exterior noise reduction. MercedesBenz engineers employed sound-measuring equipment in the wind tunnel to minimize wind noise at high speeds, making the 1986-1995 E-Class one of the quietest sedans of its time. This meticulous acoustic tuning greatly contributed to the vault-like refinement that owners often praise.
It had one of the lowest coefficient of drag (Cd) of any vehicle of the time (0.28 for the 200/200 D model for the European market with 185/65 R15 tires) due to its aerodynamic body, that included plastic molding for the undercarriage to streamline airflow beneath the car, reducing fuel consumption and wind noise.
The company faced a significant challenge in reinventing the midsize range following the muchloved W 123. Development of the W 124 began in 1976, with the final design released at the end of 1984. The design was both revolutionary and a sensible step forward for Mercedes-Benz. A wide range of engines was available, as was the newly introduced 4Matic, their all-wheel drive system. In total, 2,058,777 units of the 1986-1995 E-Class were built.
Designed by Bruno Sacco
A fitting mantra for the series would be “form follows function.” Design was overseen by Bruno Sacco, who ensured every aspect of the E-Class was reimagined. The 124 variants, particularly the sedan and coupes, were designed by Bruno Sacco and embody his design philosophy of “horizontal homogeneity” and “vertical affinity”. This meant that while distinct, shared visual cues with other Mercedes-Benz models ensured a cohesive brand identity. It also aimed to create a timeless design that wouldn’t appear dated over time, a characteristic still evident in the W124’s enduring appearance.
Numerous safety innovations from the W 126 S-Class were incorporated into the new model. The exterior was engineered to meet various crash tests. The body was designed with integrated wind channels to optimize aerodynamics, achieving a very low coefficient of drag. The interior was crafted with comfort and safety in mind, featuring a range of new amenities for the E-Class, including power seat adjusters, automatic climate control, and heated seats.
A variety of engines were available in the U.S. market, including a 3.0-liter inline six-cylinder gas engine, a 3.0-liter 24-valve gas engine, a six-cylinder
turbo diesel engine, a 4.2 L, and the mighty 5.0 L V-8. Most of the 1986-1995 E-Class cars featured automatic transmissions and were rear-wheel drive, although you might still come across the occasional manual transmission vehicle.
Beginning in 1987, 4Matic was available on the 2.6 and 3.0 L gasoline and diesel sedans and station wagons. The C 124 coupe was also launched that year. In 1988, ABS became standard, and in 1989, diesel engine emissions improved.
In September 1989, the series underwent its first facelift. Externally, the cars can be distinguished by plastic side panels, whose top interface featured a bright chrome strip that extended across the front and rear bumpers. One major milestone was the introduction of the M104 engine with a double overhead camshaft cylinder head. Mercedes-Benz has deployed DOHC on the popular 190 E 2.3-16 performance model, but these were designed and built by Ford-Cosworth, whereas the M104 was internally designed.
The Wolf in Sheep’s Clothing: 500 E and E 500 Regarded as the most desirable W 124, the 1991-1995 500 E/E 500 was designed in close collaboration with Porsche. Porsche engineers were tasked with reworking the W 124 chassis to accommodate the massive 5.0 L M119 V8 from the 500 SL. The
suspension and braking systems were also enhanced. These modifications made the car too wide to be produced on the W 124 assembly line in Sindelfingen; therefore, Porsche was commissioned to build the 500 E/E 500.
The manufacturing process was quite elaborate, featuring an 18-day production schedule. MercedesBenz delivered the parts to Porsche, where the chassis was hand-assembled before being sent back to Mercedes-Benz for painting. Once painted, the vehicles returned to Porsche for the installation of the engine and other components. Finally, the vehicles were sent back to the Mercedes-Benz Sindelfingen plant for final inspection and delivery. An AMG variant known as the E 60 AMG was produced in extremely limited quantities.
The 500 E was introduced in 1990, followed by the 320 E cabriolet in 1991. It featured a 5.0 L 32-valve V8 M119 engine, based on the one used in the 500 SL R 129 roadster. While the 500 E was electronically limited to 155 mph, unrestricted versions could reach up to 180 mph on the Autobahn. Some nicknames for the 500 E were “A bank vault with afterburners,” “Brute in Suit,” and of course “The Wolf in Sheep’s Clothing.” About 10,000 were built between 1991 and 1995, but only 1,505 of those came to the U.S. A new 500 E had an MSRP of approximately $87,365 in 1991. Adjusted for inflation, this original price would be equivalent to about $192,000 in 2025 dollars.
A Sportline sedan model was available with sport seats, a smaller steering wheel, seven-inch wheels, quick-ratio steering, a tuned suspension with stiffer springs, struts, anti-roll bars, and a lower ride height.
1992-1995 Updates
The series received a minor equipment update for the 1992 model year. In the last two years of the W 124, a facelifted model was offered with several significant updates, including reworked styling, updated nomenclature with model designation preceding engine displacement (E 320 vs 300 E), and mild engine enhancements. The station wagons featured a hydraulic self-leveling rear suspension system.
Safety Equipment
The 1986-1995 E-Class prioritized passenger safety in its design. Crumple zones were incorporated into the streamlined body. The chassis was engineered to endure front and rear offset impacts even before government safety standards were in place. In fact, the crash testing conducted by Mercedes-Benz later contributed to the development of the Euro-NCAP safety tests.
Front and rear windshields are designed to stay in place during a collision. The doors overlap other panels, allowing any door to be opened at any time, which aids in emergency rescues. Coupes and cabriolets feature reinforced side panels because of their pillarless window design. The interior showcases just as many innovations. All vehicles destined for the United States come equipped with a driver’s airbag, and later, a passenger airbag as well. Seatbelts are height-adjustable and equipped with pre-tensioners for sudden maneuvers. Interior panels are soft and designed to absorb impact. The cabriolet includes two retractable rear headrests that double as a rollover bar in the event of a rollover. Front and rear fog lamps are standard. Later models included ABS, ASR, and SRS airbags.
Known Issues
Engines are generally very reliable; however, models from 1993 to 1995 may experience problems with faulty biodegradable wiring harnesses and throttle bodies. Six-cylinder models might need new head gaskets. You might even find a diesel engine converted to run on cooking oil. Not all conversions were performed by professionals and may not have held up well. It can be difficult to source suitable bio-fuel in regular quantities.
Vacuum-operated climate control in these cars is complex and costly to repair. Coupes and cabriolets are equipped with self-presenting seatbelt arms; however, the gears in the motors frequently break, making them inoperable. Cabriolets can also experience leaks from soft-top hydraulic cylinders.
bElOw
A facelift W 124 E 500 model is seen with integrated radiator grille, updated lower cladding, as well as a slew of other improvements, making it the one of the more desirable models.
Reasons to Buy
• The 1986-1995 E-Class has something for everyone. Four body styles and a variety of gasoline and diesel engine options were offered.
• Many aspects of the 1986-1995 E-Class can be serviced by a mechanically inclined owner.
• Multiple safety systems contribute to competent road handling.
• Interior options offered included 10-way power heated seats, sunroofs, rear sunshades, automatic air conditioning, seatbelt extenders, front and rear and power windows, and a third row seat for wagons.
• The interior materials and components are all very durable.
• All variants offer excellent seating position and visibility.
• You can find a well-kept 1986-1995 E-Class for a reasonable price.
• The 400 E/E 420 delivers great performance for a fraction of the cost of a 500 E/E 500.
• Manual transmissions were offered on the 1986-1987 260 E and 300 Es.
• Station wagon models provide numerous conveniences, including the third-row rearfacing jump seat.
• Cabriolet tops offer excellent insulation and feature a glass rear window.
Reasons Not to Buy
• Cars from 1993 to 1995 were equipped with biodegradable wiring harnesses that were costly to replace, although many have been replaced by now. A throttle body rebuild may be necessary.
• All models with six cylinders tend to experience head gasket failure, and diesels may have issues with the cylinder head.
• V-8 engines are shoehorned into these cars, leaving little room to work under the hood.
• Cabriolet soft top hydraulics may fail and require rebuilding.
• Vacuum-operated air conditioning systems present challenges.
• Owners often overlook replacing the numerous suspension bushings.
• Seatbelt presenters on coupes and convertibles are susceptible to failure.
• Plastic interior components can become brittle and susceptible to cracking.
• The self-leveling rear suspension on wagons and the 500 E is often overlooked. A bouncy
ride indicates that the accumulators need to be replaced.
• Complicated windshield wiper gears often fail.
Checkpoints
• Inspect the body for rust. Typical rust spots include jack points, sunroof trays, battery trays, the trunk near the spare tire, and the front fenders where the bumper meets the metal.
• Check the climate control system and ensure that air is being delivered properly in each respective mode.
• Inspect six-cylinder cars for excessive oil consumption and leaks from the head gasket. The water pump, belt tensioner, and radiator have a lifespan of 80,000 to 100,000 miles.
• Inspect the car’s wiring harness; biodegradable harnesses from 1993 to 1995 may have cracked insulation.
• Inspect suspension components for creaks and noises. Damaged self-leveling suspension accumulators typically result in a harsh, bouncy ride over bumps, necessitating replacement.
• Check reverse gear for smooth engagement and shifting.
• Diesel vacuum pumps are prone to failure.
• The 2.5 L diesel timing chain stretches prematurely.
• The early model rear subframe is prone to cracking.
• Check the sunroof for smooth operation and leaks.
The 1986-1995 E-Class is considered one of the most durable Mercedes-Benz vehicles ever built, similar to its predecessor, the 123 variants. If properly maintained, it will repay you with reliable service. Thanks to advances in design, material use, and manufacturing processes, these bodies are less prone to rust compared to earlier models.
Boasting advanced engineering, reliability, and safety, along with a variety of models and engines to choose from, the 1986-1995 E-Class presents today’s enthusiasts with a remarkable opportunity to acquire a classic Mercedes-Benz that combines the usability of a modern car.
How Weight Transfer Affects Your Mercedes-Benz/ AMG on the Track or Street
Jim Roberts, DMD
photographs
Mercedes-Benz Archives
about the author
Jim Roberts is a four-time SCCA National Champion racer, seven-time Historic Sportscar Racing champion, as well as an IMSA and N.A.S.A. winner. He has won 73% of the 273 races he has started.
In addition to serving as MBCA Regional and National Director and National Secretary, he is on the Board of the MBCA Education Foundation and co-chairs the MBCA Driving Academy for both basic and advanced driving skills. He has chaired StarTech 2013,StarFest 2018, and Star Summit Alabama 2026.
Cornering: cars leaning outside of turn’s weight transfer
Weight transfer refers to the dynamic shift in a car’s weight distribution while it is in motion. A typical Mercedes-Benz sedan carries about 50-55% of its weight on the front wheels. SL models have 50-53% on the front, while the AMG GT has only 45-48%, which is ideal. In contrast, front-wheel-drive cars typically have 60-65% on the front wheels. This distribution changes during braking, acceleration, and turning.
You may have noticed that (particularly in older cars) the rear tends to squat during rapid acceleration while the nose dips dramatically during hard braking. This change in attitude illustrates weight transfer to the rear during acceleration and to the front during braking. The side-to-side transfer is observed as body roll when cornering. You can observe this inside the car by placing a closed container on the dash and watching how the liquid moves in the container in the direction of the weight transfer.
The car’s suspension, especially on older U.S. and French cars, was so soft, and the dampening was so weak that it amplified this effect alarmingly. This changed the orientation of the tires to the road during cornering and decreased the contact patch with the road.
Now, if you are surprised by the sharpness of a right turn and hit the brakes while turning, you increase the load on the left front tire (simultaneous forward transfer and left transfer). This can overload the grip of the outside front tire on the road, while the inside rear becomes unloaded. This combination can exceed the tires’ adhesion coefficient and lead to a loss of control of the car. Most people aren’t pushing the limits far enough for this to happen, but even at low speeds, it can be uncomfortable for both the passengers and the driver.
Utilizing Simple Laws of Physics to Become a Better Driver
We can’t overcome the laws of physics, but we can use them to help make our drivers and passengers more comfortable while extending the life of our tires and brakes.
Everyone I know says they are amazed at how quickly my 48-year-old 280 SE gets down a twisty road, yet I routinely achieve 100,000 miles on the tires and 170,000 miles on the brakes. People also note that they rarely see my brake lights on a serpentine road. That explains the long brake life, but how do I accomplish this?
While I’m not bending the laws of physics, I am using weight transfer to my car’s advantage.
Here’s the Formula: Slow Down Before the Turn
You can achieve this with the brakes; however, it still places a significant load on the front tires and throws your passenger forward.
If you’re in a non-emergency situation, you can simply shift down one, two, or even three gears. This does not harm a Mercedes-Benz transmission; they are engineered to do this. Mine has never been apart in almost 420,000 miles, nor has the engine.
Braking and turning (right front down due to weight transfer)
Powerful Spark
As soon as you turn the wheel, begin accelerating. Now, I don’t mean you should floor the accelerator (unless you have a 50-year-old diesel, which I also own), but just start to gently press down on the accelerator. This transfers weight rearward and avoids overloading the outside front tire.
You may be surprised at how much better the car feels as you do this. The side effect is greater comfort and security for your passengers, especially when you combine this with making the turn radius as wide as possible using a late apex as described in the last issue.
Mercedes-Benz believes in this so much that in “Sport” or “Sport Plus” modes, the inside rear brake is automatically activated to aid in the car’s turning!
Warning! As you practice and refine this technique, you will probably enjoy the feeling of accelerating through the turn so much that you may become addicted to the joy of driving your Mercedes-Benz.
On the track or on the street, it is much more engaging to use the paddles or shifter for these downshifts.
After all, isn’t that what a car club is all about: enjoying cars!
R 230 SL-Class
(2003-2012)
It was the dawn of the 21st century. Mercedes-Benz was redefining luxury with a new sense of modernity, and in 2001, they unveiled the R 230 SL-Class — a fully reimagined version of the iconic roadster. While Bruno Sacco oversaw the early development of the R 230, Steve Mattin, who worked under Peter Pfeiffer, is credited with the final design. The result? A harmonious blend of technology, performance, and elegance that set a new benchmark for open-top touring cars.
ThE ShAPE Of MODERn luxuRy
OPPOSiTE
Mercedes-Benz SL 55 AMG.
bElOw
Electro-hydraulical
Vario Roof made of aluminum, painted in color of vehicle, that can be completely stored in the trunk.
SL 500
The R 230 debuted in the United States as a 2003 model year vehicle, initially launched as the SL 500, powered by a naturally aspirated 5.0 L V-8. For the first time in an SL, Mercedes-Benz introduced the Vario Roof, a fully automatic retractable hardtop that transformed the car from coupe to cabriolet in about 16 seconds. Not merely a visual party trick, the Vario Roof featured a sophisticated network of hydraulic actuators, sensors, and microswitches — a marvel of engineering that demanded rigorous maintenance to ensure proper functioning.
Active Body Control (ABC), a fully hydraulic suspension system that used high-pressure servos at each corner along with a network of sensors to counteract body roll, pitch, and dive, was standard on all U.S.-spec R 230s. The system was very advanced and provided a remarkably flatride during aggressive driving.
SL 55 AMG
Performance took center stage with the 2003 introduction of the SL 55 AMG, which featured the M113K supercharged 5.4L V-8 — a hand-built powerhouse delivering 493 hp and 516 lb-ft of torque. The SL 55 AMG could accelerate from 0 to 60 in under 4.5 seconds, making it one of the fastest production cars of its time. The vehicle utilized a water-to-air intercooler system to maintain manageable intake temperatures, but owners should remain vigilant about the state of the intercooler pump, as a failure can result in heat soak and power loss.
SL 600
The SL 600 was succeeded in 2004 by a 5.5 L M275 twin-turbocharged V-12, delivering the same horsepower but offering a broader torque curve that peaks at 590 lb-ft. The SL 600 is the highest-powered version of the non-AMG SL-Class models. These models are renowned for their effortless acceleration and refinement; however, the complexity of the V-12 and its ancillary systems (such as oil cooler seals and vacuum actuators) requires a well-maintained example.
SL 65 AMG
For those wanting even more, the SL 65 launched in 2005, pairing the M275 V-12 with larger turbos, bespoke internals, and 604 hp with an eye-watering 738 lb-ft of torque. To accommodate the colossal torque, Mercedes-Benz retained the 5-speed automatic gearbox for the V-12s, as the 7G-Tronic couldn’t handle the load. Though awe-inspiring in straight-line performance, SL 65s are expensive to run and often suffer from deferred maintenance.
2007 Facelift
Changes include a newly designed 5.5 L V-8 engine for the renamed SL 550 in North America. ABC (Active Body Control) has been enhanced to reduce body movements during dynamic driving by up to 60%, and it is standard on all models except the SL 350 sold in certain markets. The new engines are paired with a new 7-speed 7G-Tronic automatic transmission featuring a Sport option that enables shifting up to 30% faster in manual “M” mode, complete with added steering-wheel shift paddles.
Exterior styling changes include a three-lamel (bar) grille instead of the four-lamel grille, a new bumper with three large cooling air intakes, and a more pronounced V-shape. It also includes fog lamps with chrome surrounds, new light-alloy wheels, and updated rear lights. Interior updates comprise softer leather upholstery, new interior colors, high-quality metal door sills with Mercedes-Benz lettering, and embossed aluminum trim elements.
2009 SL 65 AMG Black Series
The Black Series is 551 pounds lighter than the regular SL 65 AMG due to the use of lightweight carbon fiber composite (CFRP) parts and the removal of the SL’s Vario Roof, which has been replaced with a fixed roof. This not only saved weight but also created space for the retractable rear spoiler. The SL 65 AMG Black Series has a limited top speed of about 200 mph.
2009 Facelift and SL 63 Introduction
In addition to new headlamps, front fascia, and rear bumper, the SL received a pair of long power domes on the hood and a single-lamel (bar) grille replacing the three-lamel grille. Improvements have also been made to the engines.
SL 63 AMG
The facelifted SL 63 AMG replaces AMG’s 5.4 L M113 with the newer, naturally aspirated M156 6.2 L V-8. This engine, shared with other 63-series AMG models, generates 518 hp and 465 lb-ft of torque. Unlike its M113K predecessor, the SL 63 employs the AMG-developed MCT (multi-clutch technology) 7-speed transmission. The MCT double-declutches on downshifts in most driving modes, resulting in faster shift times and paddle control. AMG created two nose-mounted transmission coolers — one utilizes water from the engine cooling system, while the other is an air-to-oil cooler — and a method to route oil through six clutches by creating small gaps between the plates. The handbuilt engine features an 8-plate computer-controlled wet clutch that operates in an oil bath instead of a torque converter, which would need 44 pounds of added weight to be fortified to handle the 465 lb-ft torque. The M156 is a naturally aspirated marvel, especially when well-maintained, but it is known for camshaft and lifter wear in earlier models. The SL 63 can achieve a 4.0-second sprint to 60 mph.
Overview
All R 230s come equipped with robust braking systems, frequently featuring optional cross-drilled rotors and composite calipers in AMG variants. The Brake SBC (Sensotronic Brake Control), utilized in early models until 2006, is a by-wire system that provides exceptional modulation but has a limited lifespan. Replacing the SBC pump is costly, and it becomes a required service item after a specific number of brake applications (tracked internally by the ECU).
The final model years for the R 230 offer the most refined versions of the Vario Roof, COMAND system, and drivetrain calibration, making these later models the most desirable for those who prioritize daily usability.
R 230 in Today’s Light
The R 230 has entered the realm of modern classic, especially in AMG guise. Their blend of analog feel and digital technology strikes a unique balance seldom found in newer cars. ABC issues, roof hydraulics, and electronic faults are not uncommon, but proper preventative maintenance can make ownership a rewarding experience.
Among enthusiasts, the SL 55 AMG remains the most celebrated for its blend of reliability, performance, and visceral soundtrack. The SL 550 serves as an excellent all-around cruiser. The SL 63, featuring a naturally aspirated V-8 AMG, is a fantastic choice for those who prefer to avoid superchargers, turbos, or a V-12. The SL 600 and SL 65 AMG, while rare and exhilarating, are best suited for those with deep pockets and access to skilled technicians. In 2025, a stunning 2012 SL 550 with under 60K miles sold for $22,500 on Bring a Trailer, whereas a 46K-mile 2012 Mercedes-Benz SL 63 AMG, with the P30 Performance Package, went for just over $41,000 — offering a lot of performance and style for that price! lEfT
The 2009 facelift features new headlamps, front fascia, a pair of long power domes on the hood and a single-lamel (bar) grille replacing the three-lamel grille.
bOTTOM
Pre-facelift front, with a four-lamel grille.
Checkpoints
• ABC system: Check for leaks in the highpressure lines, failing pulsation dampers, sagging suspension, worn struts, and error messages. If not addressed quickly, these concerns can lead to a hefty repair.
• Vario Roof: verify smooth operation; check for fluid stains in the trunk well.
• SBC brake system (2003-2006): verify service history or replacement.
• Engine mounts: Hydraulic mounts on V-8 and V-12 engines can collapse.
• Valve cover and oil cooler leaks, particularly on M275 and M156 engines.
• Intercooler pump (SL 55): verify replacement with updated Bosch unit.
• Roof microswitches and latch sensors can trigger “Roof Malfunction” errors.
• Trunk wiring harness fatigue leads to electrical gremlins and tail lamp failures.
• CAM wear on early M156s (SL 63): listen for ticking sounds or a rough idle.
Reasons to Buy
• Supercar performance and grand tourer comfort.
• Elegant styling that has aged gracefully.
• Active Body Control provides an outstanding ride and handling balance.
• Abundant parts availability and a robust enthusiast community.
• Rapidly appreciating AMG models, particularly the SL 55.
Reasons Not to Buy
• Complex electronics and hydraulics require careful stewardship.
• Repairs on ABC, SBC, and Vario Roof can be costly.
• Many examples experience deferred maintenance and inadequate dealer service.
U.S. Market R 230 Model Overview
Final Thoughts
Buy the best-kept example you can afford. Service records, clean electronics, and smooth roof operation are not optional — they're essential. When dialed in, the R 230 SL is among the finest ways to travel: fast, elegant, and forever Mercedes-Benz.
To me, Mercedes-Benz and summer have been inextricably linked from early childhood. It could stem from teenage drives with all the windows down in my S 320, offering a sense of freedom, or the cherished memories of family road trips in the back of a 560 SEL. Whatever the reason, this connection resonates with many Mercedes-Benz enthusiasts as we anticipate the summer season. As I sit down to write this Market Watch, I envision the perfect Mercedes-Benz for those summer days filled with sunglasses and sundresses.
Some noteworthy summer rides have sold recently as other Mercedes-Benz lovers gear up for Summer, including a couple of classics, several summer drop-tops, a 4x4 fit for the family, and the ultimate long-wheelbase interstate intimidator.
1973 Mercedes-Benz 280 SE 4.5
A “minty” mint green 1973 280 SE 4.5 was auctioned on Bring a Trailer by none other than Dean Laumbach (yes, I know, he seems to make my Market Watch frequently). It hit my shortlist early for the color combination. Colors sell cars, and fun colors in the summer sun can turn a good car into a great car. This specific W 108 is finished in Reed Green over matching green MB-Tex, and with cold AC, it makes me feel like road tripping this sedan from coast to coast while purposefully avoiding interstates. The last time we saw this car, it was auctioned in 2023 and brought $75,000, but this go-around, it sold for $58,000 in the same condition and from the same seller. I mention the previous sale to remind you that W 108s aren’t dropping in value or popularity, but, as I discussed in our January/February issue, the values are normalizing.
story
Ben Everest, The MB Market photographs
Bring A Trailer, The MB Market
above 1973 Mercedes-Benz 280 SE 4.5. Image courtesy of Bring A Trailer.
1962 Mercedes-Benz 190 SL
A 190 SL finished in Tunis Beige Metallic over blue leather and a blue soft top appears fit for a holiday with Frank Sinatra and Grace Kelly. Those lucky enough to own one of these classic roadsters understand how rewarding they are to drive, and the more seat time you have, the better the experience gets. This specific car hammered at a whopping $230,000, more than double the usual sale number for these. Thanks to the stellar photoset, this 190 SL nearly broke records and made it easy to imagine blasting through the desert to Palm Springs for some mid-century vibes.
1984 Mercedes-Benz 500 SEL 5.4 AMG
When I was a kid, I spent a fair number of road trips in the backseat of my parents’ 560SEL and later a long-wheelbase 1998 S 320, which eventually became my first car. I can only imagine a super sedan like the 1984 500 SEL 5.4 AMG as one of the more ideal Mercedes-Benz models for a vintage vacation voyage. This specific car not only showcased its history and provenance but also displayed a comprehensive build from AMG, including engine enhancements, a different rear end, RECARO seats, an incredible stereo system, and much more. In short, this car can’t be replicated in today’s market, and it shows. It sold on The MB Market for $150,500 and has been regarded as one of the best-documented pre-merger cars to date. My 10-year-old self would have given anything to be in the backseat during that period.
above 1962 Mercedes-Benz 190 SL. Image courtesy of Bring A Trailer.
above 1984 Mercedes-Benz 500 SEL 5.4 AMG. Image courtesy of The MB Market.
2007 Mercedes-Benz CLK 63 AMG Cabriolet
While many dream of owning high-end Mercedes-Benz models, we all appreciate a great deal. The A 205 CLK 63 AMG Cabriolet is an oftenoverlooked gem that offers exceptional value compared to its Black Series counterpart. A recent example, boasting a well-maintained 56,000 miles and extensive RENNtech Stage 3 tuning, sold on The MB Market for $27,000. Equipped with an airbox, throttle bodies, headers, a limited-slip differential, and more, this convertible is a versatile enthusiast’s dream. It comfortably seats two children, accommodates weekend luggage, and allows for top-down driving, making the CLK a prime summer option.
2001 Mercedes-Benz G 500 Cabriolet Europa
The final warm-weather pick for this issue is the early W 463 G-Wagen Cabriolet. It took me spending considerable wheel time in one to fully grasp WHY these bring so much money and how they seem to hold value no matter the state of the market or economy. This specific truck has been refinished in a Satin Olive Green, and while I’d prefer the original Black paint on chrome G 500 wheels, it looks fantastic against the rare designo veneer accenting the cabin. Examples like this offer a fantastic alternative to spending the same dollar figure on a newer G-Class with far less versatility and moreover, I’d consider it one of the best summer-beaters on the market as a result.
above 2007 Mercedes-Benz CLK 63 AMG Cabriolet. Image courtesy of The MB Market
above 2001 Mercedes-Benz G 500 Cabriolet Europa. Image courtesy of Andy Carter Photo.
Gina Ruiz
Growing up, every kid had their dream car envisioned. As a child, the cultivation of so much inspiration surrounding me helped shape that perfect car. I was born in Colombia and moved to New Jersey when I was two. I would spend my summers visiting my family and was always enamored by the classics in Colombia.
During my childhood, I was ecstatic to receive a purple toy Volkswagen Convertible Beetle for my Barbies. As a true 90s girl, this was a dream come true! I imagined it was me in the future once I got my license. This toy became a prized possession that was later passed down to my baby cousins and is still kept safe. When I wasn’t in my room indulging in my fantasies, I was immersed in the classic automotive experiences of the real world. My parents owned a sports car (Nissan 300Z), which I remember so vividly.
From the beaded seat covers to its iconic removable T-top, I still remember helping my mom take it off when summer arrived. My mom would fly down the road in that car, and she still talks about how happy it made her feel. Classic car shows were held right across the street from me every year, featuring hot rods and treasures from the 1950s. I couldn’t escape it. We coexisted just as the universe intended. In 2018, I traveled to Cuba as an adult. I was captivated by the classic cars there and how they continue to thrive in the modern world. This only fueled my obsession further. Reflecting on my high school years, I remember telling my family, “One day I’m going to own a Mercedes, you’ll see.” Everyone brushed it off, but I knew that someday it would happen — and in 2021, it did.
In April 2021, lost in my own thoughts during the pandemic, I had an epiphany, as one does. I reconnected with my search for my dream car, which had been set aside in my mind while I navigated my twenties. I said to myself with eagerness, “Oh my God! The Benz!” I rushed to Craigslist to find a listing for a yellow 1975 Mercedes-Benz 450 SL. After it was listed for only a few days, I called my neighbor, a well-respected mechanic (who had worked on Rolls-Royce cars and owned classics himself), and we went to look at the car (kept secret from my mom, of course). As soon as the sunlight hit that paint, I knew it had to be mine. One week later, it became official — I was the owner of a Mercedes-Benz. Not just any Mercedes-Benz, but a classic SL, the one I had envisioned for 26 years. It’s not every day someone can say they own their dream car. I’m lucky enough to enjoy that luxury in this lifetime. However, this is more than just a material gain — it's therapy. Living with a chronic illness presents challenges that are often visible and can drastically change one’s lifestyle. When I’m behind the wheel, cruising with the top down, my mind escapes.
The everyday stressors of my health fade away, transporting me to a happier, calmer state of mind with nothing but a higher vibration. It serves as a daily reminder of how beautiful life can truly be. Learning about this car, its maintenance, and specific needs is part of the experience and enjoyment of owning a classic Mercedes-Benz. I’m constantly in awe of its intricate puzzle system, crafted with exceptional quality engineering. The smiles I receive, the stories I hear, and the connections I’ve made within the car community are priceless — all thanks to this road gem.
bottom and opposite
Gina found her iconic dream car, a 1975 450 SL.
Joining MBCA has introduced me to a welcoming community of people who truly understand our passion. We’re all here because we share something special — an admiration for the Mercedes-Benz marque and the unique stories each car holds. The North Jersey Chapter has made me feel acknowledged not just as a member, but as a fellow enthusiast, and I’m grateful for every meet-up, cruise, and shared story. It also offers an opportunity to represent the Mercedes-Benz community at other shows and encourage people of all ages to pursue their dreams. I particularly love inspiring women my age to join the classic car community and to acquire the car of their dreams. It’s our generation's responsibility to keep these cars on the road and to create vibrant communities for future generations during a time when convenience often triumphs over quality. Nothing is ever out of reach if you truly desire it.
I look forward to many more miles, memories, and Mercedes-Benz moments with this wonderful club.
CLASSIFIEDS
1957 190 SL . Reasonable offers above $90,000. 98,100 miles. Black/red leather. Very good condition and running well. Weber carburetors, many parts rebuilt/replaced, new canvas, have service records and owner history.
586.588.0145 hritzenthaler@att.net (MI)
1978 450 SL . $17,500. 139,000 miles. One-owner. Anthracite/Bamboo. Well cared for original car I bought new 6/78. Extensive service history with all receipts. Hard top and newer black soft top like new. Euro headlights, Nardi wheel, new Pirelli tires on 16” BBS (have all original parts). Everything works, 15K in maintenance past five years. Hard top rack and car cover.
203.820.5685 s.meszkat@gmail.com (RI/CT)
1985 380 SL . $13,500. 104,000 miles. Excellent condition, Calif car, no rust, new timing chain/ gears, runs great, everything works, CO registered classic through 2029. 719-235-2203 wtivel@gmail.com (CO)
1959 220 S. 61,000 miles. 4-speed manual. In my family for 50 years. Never driven in winter. Brooklyn Motoren Werke in Brooklyn, WI, recently completed extensive exterior, interior, and mechanical work. Solid Ponton that is pleasant to drive. Looking for good home for this lovely vehicle. Inquire for more details and pricing.
612.417.1129 deutscheauto24@gmail.com (MN)
1980 300 SD. $16,000. 102,148 miles. Excellent example of W 116. Well maintained with detailed service history, cosmetic, mechanical restoration. Many service repair parts, books, manuals, car cover, sunshades included, few minor issues to be sorted. Runs strong, cold AC. Completely intact, detailed photos on request. Trade for similar W 116 280 SE considered.
248.930.9203 cwb66cad@gmail.com (MI)
1986 560 SL . $19,500. 116,000 miles. Two owners, great condition. Runs and drives well, no rust. Top in excellent shape. No hard top. Chrome wheels. Minor wear on leather seat bottoms. Always garaged. Ask about many more photos and video. 860.398.1732. Dave@AutoArcheologist.com (CT)
1973 280 SEL 4.5. $23,500. 136,000 miles. A Mercedes-Benz classic! This car runs and drives like a dream. This was the last year the famed W 108 was produced. it has a new rear end and transmission. The AC system has also been fully rebuilt and accepts modern refrigerant.
775.691.3881 michaelstewarthd@aol.com (NV)
1984 300 CD. $5000. 157,000 miles. Car is used daily, mechanically sound. Body needs work due to rust. Sunroof, A/C retrofit, automatic. All original paperwork. Second owner purchased in 1996. 973.632.1876 consulthemminger@gmail.com (NJ)
1987 560 SL . $29,650. 65,000 miles. Aftel Appraisal judged condition as Very Good Plus. Blackstone current engine oil analysis report available. Original Black Pearl metallic paint throughout/ Alpaca Gray leather upholstery. 20 years of service records, never driven in winter and always garaged. 703.361.7334 devnull2@earthlink.net (VA)
1987 560 SL . $32,500. 86,360. Black/Palomino interior, two tops, new tires, new fuel injectors, replaced fuel accumulator recently. Paint and interior are in great condition.
617.908.1457 fimmyz06@gmail.com (MA)
1995 SL 320. $12,750. 45,000 miles. Very nice condition, been kept at my FL home for years. No rust, original paint, no issues, three-owner car. Have too many cars now and not enough room for them all is the only reason for sale. 603.762.3833 slinger1@hotmail.com (NH)
2004 SL 600. $29,850. 37,136 miles. Excellent condition! Along with maintenance history, paired by a 5.5 L twin-turbo V-12 engine delivering 493 hp 590 lb-ft torque. Features Premium Package, Bose, audio, navigation, adaptive, suspension, and retractable hardtop. Meticulously maintained. A rare luxury roadster!
562.254.0989 wmowen1@sbcglobal.net (AZ)
1991 560 SEC. $42,000. 97,200 miles. Black metallic/grey interior. AMG-look aftermarket wheels. Excellent condition. All service records are available. 773.316.7406 Studio1252@gmail.com (IN)
1991 350 SD. $10,950. 242,000 miles. Artic White/grey leather, original paint, no accidents. Same family ownership since new, later-style alloy wheels, factory sunroof, all original owner’s manuals and factory window sticker. Last year of W 126 body style. 210.913.8353 petercc45@yahoo.com (TX)
1997 SL 500 $25,000. 79,500. 40th Anniversary Edition. One of 500 produced. Top hydraulics replaced, new rotors and brakes front and back, front wheel bearings replaced with additional maintenance history available. Carfax shows accident in 1997, but inspection did not find evidence of structural damage. Carfax shows accident looks and runs good. Make offer. 904.228.1087. LPNewbourne@hotmail.com (TN)
2005 CLK 320 Cabriolet. $30,000. 13,097 miles. In new condition, never exposed to any moisture, always garaged with dust cover, except when driven ~50 miles/month to preserve tires, battery, etc. 703.370.0200 kilton_sappers.51@icloud.com (VA)
1999 SLK 230. $4,200. 93,200 miles. Sport Package. Enthusiast-owned since 2002. Full service history. Garaged most of its life. Used as a daily driver for only three years then served as a therapy/club car. Shows patina of its age. Recently developed a roof issue (main ram leak). Priced accordingly. 201.213.6179 jvneufell@comcast.net
2009 SL 550. Four owners. 382 HP 5.5 L V-8. Many options. Very good condition, Carfax shows minor damage (repainted front bumper cover). Contact me for many more photos and information. 860.398.1732. Dave@AutoArcheologist.com (CT)
2020 S 560. $58,950. 25,000 miles. Ruby Black metallic/designo Silk Beige interior. Every option with Rear Seat Entertainment System (two LCD monitors, Blu - ray DVD). Panoramic roof, 25K one-owner miles from new. Carfax, books, records, Pristine, $142,500 MSRP. 770.883.9115 ncohen@ mindspring.com (GA)
2021 AMG GT Stealth Edition. $125,000. 8,000 miles. Satin Yellow wrap over black (not matte). Clean title, never tracked, Southern-owned, with premium options including Burmester sound and carbon roof. Wrap can be removed with deposit. Two keys, recent inspection, and title in hand. 305.965.0606 7957007@gmail.com (FL)
2025 AMG GT 55. $147,500. 495 miles. Delivered new 12/24/2024. Fully optioned; MSRP $163,140. Ceramic coated and perfect (5.0). Selling due to unexpected illness. 404.229.1229 ijikona@gmail.com (GA)
Karl Middelhauve’s Classic Car Restoration LLC and Art’s Star Classics Parts Have Combined
Karl Middelhauve's Classic Car Restoration formally located in Wausau, WI has been moved to Carrollton, VA and is under new management. Dwight Schaubach of Schaubach Restorations has acquired Karl's complete Parts inventor y and his vehicle inventor y We are continuing Karl's Legacy and commitment to the Grand 600 & 300SEL 6 3 cars For 600/6 3 cars and parts we can be reached through Karl’s same web address: w w w.mbgrand600.com
We have also acquired Art’s Star Classics Parts, ser vicing MB Classics from the 50 ’ s to the 70 ’ s and moved it to our Virginia Location in mid 2024 We can be reached using the existing contact information, web address and eBay store
w w w.starclassics.com
info@artsstarclassics.com https://w w w ebay com/str/artsstarclassics Pat Evans 757-217-6214 or pevans@schaubachco.com
Four OEM AMG 19” wheels for 2013-2020 R 231 SL models. $1,400. Turbine style, perfect condition. Wheels were removed from a CPO SL 450 I bought in 2024. $500 upgrade from stock wheels (Option 788). Call for information and pictures. Also selling four almost-new Continental tires for them. 970.640.4722 go.krpapa@gmail.com (CO)
WANTED: 1965-1966 600 SWB. VIN range 000390-000791. Must have factory AC and sunroof. Dark colors preferred. No accident damage. Must be complete. Will consider project/neglected cars. Chris Johnson. 719.937. 8061 cajohnson.co@gmail.com
Sparco Conquest 3.0 Nomex racing suit. Black/ gray. Size 56, $400. Simpson Racing Hybrid S carbon fiber, medium, $1,200. Sparco Slalom+ suede racing shoes, size 47 $200. OMP Nomex socks, FIA 8856-2018, $50.00 Sparco gloves size 12, red, $110. Here’s a video walk-through of the whole kit: youtube.com/watch?v=adCFSFsXF4s 100% goes to charity. 630.487.9090 drchrisstout@ gmail.com (WI)
Officially licensed Children’s version 300 SL Roadster. $1,999. Made by TT Toys in Italy. Battery powered. Red with Black interior and authentic looking badges. 48”X24”18” one-owner with no miles. This was never used. Overall condition is like new. Steering wheel, instruction manual, and battery charger are in the original box. 717.406.8015. larryt543@yahoo.com
S-Class OEM wheels. Set of four 18” 2014-2016 W 222 S 550 original wheels. 18x8. Removed from 2014 S 550 at 14K miles. Original and in excellent condition. 727.421.6667 rogerwoodward@msn. com (IN)
Conquest 3.0 Nomex suit features a two-layer construction with a 100% Nomex outer and a soft Aramidic inner liner for lighter weight and better breathability when compared to other suits made with fire-resistant cotton. The Conquest 3.0 has pre-curved arms for comfort in the driving position. $400. 630.487.9090 drchrisstout@gmail.com (WI)
BEWARE OF SCAMMERS!
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.
WANTED: Wood/leather steering wheel for a 2000-2003 CLK. Part #210 460 12 03 7E19 (Color is Ash Gray). 860.573.1102 pjwertheim@snet.net
CHAPTER GUIDE
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
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
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
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
BRITISH COLUMBIA
Sean Clark elsida@yahoo.com
VANCOUVER ISLAND
Robert Watson 250.652.5667 mbca.visland@gmail.com
Useful Contacts
MERCEDES-BENZ USA
Customer Assistance
800.367.6372 (U.S.)
800.387.0100 (CANADA)
CLASSIC PARTS & INFO 866.622.5277 classicparts@mbusa.com
ChAiRMAn Charles Woods
SECRETARy James Roberts
DiRECTOR AT l ARGE
John Kushnerick
viCE ChAiRMAn Diana Quinn
DiRECTOR AT l ARGE David Abarr
DiRECTOR AT
Steve Ross
NATIONAL BOARD OF DIRECTORS 2025 COMMITTEES
TREASuRER David Wommer
DiRECTOR AT l
Jeffrey Hirst
DiRECTOR
Drew Webb
PAST PRESIDENTS
1955-1957 Dr. Milton Allen † 1957-1959 Dr. Ken Bartlett, Jr. † 1959-1960 L. B. Kirkendall † 1960-1961 Arthur G. Rippey † 1961-1962 Allen G. Bishop † 1962-1964 John W. Burnside † 1964-1966 Walter G. Vartan 1966-1968 Frank S. Baker † 1968-1970 Harger W. Dodge † 1970-1972 J. Chadwick Hunt † 1972-1974 Otto Saborsky † 1974-1976 Allen Funkhouser † 1976-1977 Tracy Williams † 1977-1978 Thomas Doherty † 1978-1979 Fred Lustig † 1979-1981 Phil Parrino † 1981-1982 Ferne Gardner † 1982-1984 Grant Elford † 1984-1986 Hyatt Cheek
† Deceased
In transition, please contact Chairman, Charles Woods (Charlesbwoods1@gmail.com) or Katie Carruth (katie@mbca.org) for more information.
1986-1988 Murdoch Campbell † 1988-1990 Virginia Turner 1990-1992 Robert Beltz 1992-1994 Robert A. Martin † 1994-1996 Kathy Kennel † 1996-1998 Walt Anderson
1998-1999 W. Robert Nitske † 1999-2001 H. Peter Watson
