Editor’s Letter
Dear The Star® readers,
The cover story in this issue explores the relationship between Mercedes-Benz and Porsche, including how their collaboration helped Mercedes-Benz develop the 124.036 500 E and how Mercedes-Benz helped save their rear-engine counterparts in Stuttgart from bankruptcy. Many people are aware of some connection, but not the full scope or impact of their partnership. Additionally, I received notes from members expressing their enjoyment of reading The Star®, though they wish our columns focused more on readers rather than just a “state of the union.” I truly appreciate their dedication and long-term membership, which suggests that The Star® is the ideal platform for Mercedes-Benz enthusiasts to relax and enjoy. MBCA’s HQ, The Star® editorial team, numerous contributors worldwide, and our members have worked together to maintain the magazine’s high standards, and it shows. Recently, some dealer personnel around the country have reached out to
inquire about obtaining additional copies for their dealership and customers. This has led to a program allowing dealers to purchase memberships for their clients. This is a great idea for several reasons. First, including a membership with a vehicle purchase creates endless opportunities to connect with passionate, like-minded individuals. Second, as an MBCA Member, you qualify for our affinity program, which allows each customer to buy up to two new Mercedes-Benz vehicles per year through this new initiative. This is a major step forward. Finally, The Star® is a publication everyone is proud to display. If your dealership doesn’t have The Star® magazine available, please contact me, and I’ll be happy to introduce you to our wonderful organization.
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:
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UNLEASHED ON THE STREET.
Editor’s Letter
Dear The Star® Readers,
Welcome to the latest issue of The Star®! In this 2025.5 issue, we feature an article by Axel Catton sharing his experience of driving a 1967 250 SE from Mercedes-Benz Heritage to FuoriConcorso in Como, Italy. Karl Ludvigsen recounts how the W 124 500 E was partially assembled by Porsche on the same line as the Porsche 959, due to the car’s width. Our Editor-in-Chief captures the essence of the Gullwing Group International’s recent convention in Victoria, British Columbia! We’ve complemented this feature with a Buyer’s Guide for the 300 SL. In our MBCA Workshop, Pierre Hedary offers advice on keeping affordable classics on the road where they belong. As we approach the end of the year and many of us think
about what to gift friends, family, and neighbors for the holidays, I recommend a gift subscription to the Mercedes-Benz Club of America. For those who may not be aware of the camaraderie and technical expertise we offer, it’s a valuable gift that can save them time, frustration, and money when maintaining their Mercedes-Benz, with help from fellow members and technical articles. It’s a gift that keeps on giving and won’t be returned!
DAVID WOMMER Associate Editor
STAFF
KATIE CARRUTH Publisher
RUBIN HOWARD
Editor-in-Chief editor@mbca.org
DAVID WOMMER Associate Editor Copy Editor
MATTEO DE SANCTIS Design Director
ILKO NECHEV Advertising Director
PIERRE HEDARY Technical Editor
NICHOLAS PATTI Contributing Editor
AXEL E. CATTON Contributing Editor
ALFREDO STOLA European Editor
MARC CHRISTIANSEN European Editor
KARL LUDVIGSEN European 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.
Copyright © 2025 by Mercedes-Benz Club of America, Inc. Reproduction without permission is prohibited.The Star® is a registered trademark of the Mercedes-Benz Club of America, Inc. All rights reserved.
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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®.
ONLINE
Scan the QR code below to access the MBCA YouTube Channel.
Printed in the U.S.A.
Please note the featured cars in this ad are not available at auction.
Broad Arrow Auctions adds to its growing fall auction calendar with the announcement of The Las Vegas Auction, held in partnership with Concours at Wynn Las Vegas, on Friday, October 31, 2025. The auction will feature approximately 70 highly sought-after collector cars and will be a cornerstone event of Concours at Wynn Las Vegas, which will be held on the grounds of Wynn Las Vegas from October 31 to November 2, 2025.
Photo by Mike Bird on Pexels
Letters to the Editor
Dear Editor,
I enjoyed your recent letter in The Star® (2025.4). As a five-year MBCA member, I love the idea of a classic technical education weekend. Since travel isn’t always possible, I hope any future sessions might be recorded and shared with all members online.
I’d love to see MBCA grow as well. One hurdle for younger enthusiasts is the perception that Mercedes-Benz are “for older people,” a view I once shared until I discovered the depth and quality of the brand. Rising parts costs also discourage newcomers; learning where to find quality parts — often through Pierre Hedary’s videos — has been a thorough but rewarding journey.
I’d love to see The Star include a small section in each issue highlighting recommended technical videos, quality parts sources, and perhaps a “Tech Q&A” column like the Porsche and BMW clubs offer. It’s a simple way to share knowledge, save time and money, and encourage those new to the hobby. Thanks also to George Murphy, Gary Edwards, and of course Pierre, for sharing their invaluable expertise with all of us.
WARREN WHITTINGTON
San Francisco Bay Area Chapter
Dear Editor,
Fairly frequently, ink is spilt in The Star over all the ruminations and findings for how MBCA needs to be run better, your letters, the CEO letters, etc.
As a (albeit fairly long-time) member, I’d appreciate simply being able to open the magazine and enjoy content, the cars for what they are, and the brand for what it is. I’d also like your team to focus on bringing back what we used to have: MBCA member discounts at Mercedes-Benz dealerships nationwide. Can you have someone dedicate some time to this; a real, tangible benefit for members?
LON BAUGH
Southern Stars Chapter
Editor’s Response
Dear Warren,
Thank you for the kind words to our club and organization. We share the same sentiments here, and we believe in access to technical knowledge and information to encourage the passion and educate our members. We are actively working on cataloging and archiving more technical information and data for our website, as we develop our library with each issue that comes out.
RUBIN HOWARD Editor-in-Chief
Editor’s Response
Dear Lon,
This is a refreshing take for me. One issue with MBCA was transparency in the past, and we are doing our best to keep our members informed about what is happening in our organization. I also agree that The Star should be cherished and used as an example of our “best foot forward,” so we are careful with what is shared. Regarding the discounts at dealers nationwide, we are developing new relationships with those who want a partnership with MBCA, not only to provide discounts for members but also to use them as hubs for recruiting new members.
RUBIN HOWARD Editor-in-Chief
The MBCA is excited announce our upcoming raffle, running from October 1 through October 31.
Purchase tickets online or mail a check, for your chance to win a Mercedes-Benz CLE 53, valued at approximately $95,000.
You must be 18 years of age or older and a U.S. citizen. See the complete official rules and purchase your tickets at mbca.chance2win.org or by scanning the QR code.
Watch your email for your Chance2Win
CEO’s Message
As our favorite cars gleam a little brighter under the long days of the summer sun, I’m reminded of the joy and connection that come from being part of something larger than ourselves. This summer and autumn, our calendar is packed with opportunities to celebrate our community, and I want to personally encourage you to take part — whether you’re a longtime member or recently joined the MBCA family.
From Legends of the Autobahn during Monterey Car Week to chapter-led road rallies and tours, these events offer you a chance to experience your car’s legendary engineering the way it was meant to be driven — and shared. You can find an event listing on our website, and I encourage you to attend and bring a friend or guest. Nothing demonstrates the value of MBCA better than experiencing it firsthand. These are more than just calendar entries; they’re the heartbeat of our organization. They bring members together in a way that fosters lifelong friendships and unforgettable experiences.
Partnering with Our Local Mercedes-Benz Dealers
In an exciting development, we are launching a new Dealer Engagement Program, modeled after best practices from other leading automotive clubs, aimed at bringing local Mercedes-Benz dealerships closer to our members. Through this initiative, MBCA is building partnerships with Mercedes-Benz dealerships, and in return, participating dealers may:
• Host events such as new member receptions, vehicle launch parties, or meetups at their facilities.
• Support local chapter activities through sponsorships or in-kind contributions.
• Promote club membership to their customers who purchase new or pre-owned vehicles.
• Connect directly with the enthusiast community to build stronger, lasting relationships with brand loyalists.
• Exclusive discounts on parts and service, many participating dealerships also offer discounts to members — a valuable benefit that adds real savings to your ownership experience.
These partnerships are already making a difference in select regions, and we’re excited to see them expand nationwide.
Why Membership Matters More Than Ever
This is an important moment for MBCA. We are actively modernizing how we serve our members, creating new benefits, and working more closely with Mercedes-Benz USA and Mercedes-Benz Heritage to deepen the value of our affiliation.
One of the most exciting developments is the growing strength of our Affinity Program, which provides members with exclusive access to Special Pricing on New Vehicles: Members who qualify can access discounts on select new Mercedes-Benz models (up to twice per year)— a benefit that alone can offset the cost of membership many times over.
The Road Ahead
Looking forward, I’m filled with optimism. The passion for Mercedes-Benz isn’t waning — it’s evolving. More young people are discovering the legacy of the brand through classic models. EV owners are finding connection through the shared culture of design, performance, and innovation. Longtime members continue to inspire us with their deep knowledge and warm hospitality.
As we approach the upcoming election, I encourage every member to participate thoughtfully and with care. Our Board shapes the future of the Club, and your vote is an opportunity to influence the direction of the events, initiatives, and priorities that matter most to you. Please take the time to review the candidates, consider the qualities and vision that will best serve our community, and cast your vote with intention. An engaged and informed membership is what keeps our Club vibrant and strong.
Warmest regards,
KATIE CARRUTH Chief Executive Officer
CONCEPT AMG GT XX A New Dimension of Performance
story
Star Editorial Team
Affalterbach. The performance of the future is on its way — with exceptional technology, supreme endurance, hyper-fast charging and a highly emotional design. The CONCEPT AMG GT XX is a pioneering technology program that offers an impressive insight into a forthcoming four-door series-production sports car from Mercedes-AMG. With three axial flux motors and a high-performance battery developed from scratch, the brand from Affalterbach presents a revolutionary drive concept that enables a whole new dimension of performance. It includes an abundance of technical solutions earmarked for use in the subsequent series-production models based on the high-performance AMG Electric Architecture (AMG.EA).
Revolutionary drivetrain: high-performance axial flux motor and a new kind of battery technology. In the almost 60-year history of the Mercedes-Benz performance and sports car brand, the drive was always the heart of the vehicle, bar none. The team at Affalterbach are continuing this tradition with the CONCEPT AMG GT XX, which introduces a revolutionary drive technology in the form of the innovative axial flux motor. Its technological underpinnings were originally developed by British electric motor specialist YASA — a 100-percent subsidiary of Mercedes-Benz AG. For its application in the CONCEPT AMG GT XX and subsequently in series production, the concept was taken to a whole new level of performance. This was achieved in a collaboration between Mercedes-AMG and the technology experts from YASA. The performance specialists from Affalterbach have also developed the software for the operating strategy, which optimally utilizes the high performance of the engines in the technology carrier. The innovative electric motors enable high power from an extremely compact package and enter series production at Mercedes-AMG in 2026. Thanks to a peak output of over 1,000 kW, the CONCEPT AMG GT XX can reach top speeds of more than 360 km/h (223.69 mph). In combination with the new high-performance battery, the three axial flux motors attain a completely new level,
With its dynamic fastback, low-slung hood and sharply raked windscreen, the CONCEPT AMG GT XX is a statement of the brand’s signature sports car performance. The striking color scheme in Sunset Beam Orange demonstrates self-confidence.
particularly in respect of continuous power. This allows the CONCEPT AMG GT XX to be pushed to its limits repeatedly, offering a new level of continuous performance that was almost unthinkable in the world of electric mobility — until now. The battery remains in an optimal temperature range even during intense driving, enabling not only performance on the road but also extremely fast charging. The concept vehicle can recharge energy for about 400 kilometers (248.54 miles) of range (WLTP)2 in around five minutes, which is roughly equivalent to the distance from Affalterbach to Spa-Francorchamps. After the charging stop, the vehicle can immediately deliver full power again — an unprecedented capability.
Significant Benefits in Power Profile, Weight and Packaging
Axial flux motors offer many benefits: they are significantly more compact, lighter and, above all, more powerful than conventional electric motors (radial flux motors). The power density of axial flux motors is around three times that of conventional electric motors. At the same time, the innovative motors are around two-thirds lighter and take up just one third of the space. This compact motor design offers more freedom when it comes to drivetrain packaging. Compared with conventional electric motors, the innovative drive delivers a considerably higher sustained power output as well as higher torque. This translates into the highest levels of performance, reproducible again and again with great frequency.
top
The AMG-specific front grille with ten vertical struts embodies a characteristic AMG feature. However, it is further developed with its more oval and concave form. The vertically arranged main headlights set innovative accents with low beam and high beam stacked one on top of the other.
bottom
The side view is defined by the low-slung front end, from which the fenders flare organically to frame the front wheels. The long, low greenhouse, with a double-bubble roof and three windows on each side, rests on the muscular rear shoulders. The exterior mirrors are elevated on the front doors, in typical sports car fashion. The sill claddings have aerodynamic contours that extend into the rear wheel arches. Aerodynamic fine-tuning is also evident in the recessed door handles.
AMG GT3, IMSA, and Formula One
story Nicholas Patti
We are now well into summer as we approach the final stages of many global motorsports championships. In the last issue, we highlighted Mercedes-AMG’s return to the famous Circuit de la Sarthe in France, the 6H of the Glen in New York, and various F1 races across Europe.
The 24 Hours started smoothly enough; our Mercedes-AMG cars were mid-pack, and during the first few hours, both the cars and drivers were competing within the top 10. As the race settled into a rhythm and the faster prototypes began lapping the field, the GT3 cars became more spread out, and the Iron Lynx cars mostly stayed mid-pack throughout the race. Keep in mind, one of the challenges unique to Mercedes-AMG is that this platform, the AMG GT3, is an older model, which means more understanding and experience with car setup, etc., but this car has never raced at Le Mans. above
Photo of GT3 on track at Speed; The #61 started strong but did not finish due to mechanical issues.
photographs Mercedes-AMG
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All other GT3 teams and manufacturers have had two years to develop their current GT3 platform, and some even gained data and experience from the previous GTE era. This seemed to become a key advantage, as the long-run pace, lap after lap, appeared to just slightly slip away from us, but our drivers made the difference. One of our cars, the #60, experienced a DNF due to mechanical issues, while the #61 and #63 finished 12th and 15th, respectively, giving us optimism for the coming years at Le Mans.
Keeping with the World Endurance Championship, they also held the 6H race in Brazil, and for the first time ever, Mercedes-AMG reached Hyperpole, the Q3 of WEC qualifying. That form didn’t quite carry through to the race, with the #60 finishing 15th and the #61 not finishing due to mechanical issues.
Before moving on to our F1 news, we also had two key IMSA events in the last month or two: the 6H of the Glen and a sprint race at Canadian Tire Motorsports Park. The 6H was an absolute frenzy as heavy rain caused chaos for strategies and racecars, with drivers doing their best to handle the difficult conditions and spinning cars. Our championship-leading Winward Racing team managed to nurse home a damaged car in 15th place and narrowly maintained the GTD class championship lead, while Korthoff Competition Motors #32 initially lost minutes on the rest of the field due to early contact. However, perseverance paid off, and they managed to put the three-pointed star on the third step of the podium
Driving up north of the border, IMSA visited the singular Canadian stop on the calendar at Canadian Tire Motorsports Park. This race was sensational, and for various reasons (many of which are still unclear publicly), only one of our usual customer teams competed, and that was the #57 of Winward Racing. They were fast, very fast, and if it hadn’t been for a late caution that led to the race ending under yellow, Phillip Ellis would definitely have been in contention for victory. On this occasion, we settled for 2nd, but it further strengthened the #57’s lead in the championship.
While all the major championships battle it out, we also saw some national GT racing action at Misano, Virginia International Raceway, and Paul Ricard, with Mercedes-AMG customer teams claiming class wins and podiums in each race.
Pivoting to Formula 1, we visited some of the most beloved circuits on the calendar, including Montreal, Spielberg, and Silverstone. We also achieved some of our best results as a team. Let’s start with Canada; George Russell dominated the race and held off a hungry Max Verstappen to claim a sensational win, with his teammate Kimi Antonelli securing 3rd place, giving Mercedes-AMG a double podium to celebrate. Austria was less kind, as a hectic entry to turn 3 caused Antonelli to take avoiding action, resulting in contact between Max and Kimi, which led to both drivers not finishing the race. George, as usual, managed a result that seemed unlikely going into the weekend, finishing 5th and earning even more crucial constructor’s championship points. Silverstone is usually a high -
left Photo of GT3 leaving the pits; The Winward #57 AMG leaving the pits at the Glen, still maintaining the points lead.
right
Photo of yellow GT3 in pits; Maro Engel and Lucas Auer gave it their all, but just narrowly missed out on the win at Misano, bringing home 2nd.
light on our schedule, especially since the team’s headquarters are just minutes away across the street, but this year the typical British weather disrupted the race order.
After celebrating Sir Stirling Moss’ 70th anniversary of his British GP victory in the W 196 Mercedes-Benz, our attention shifted to this year’s Grand Prix. George and Kimi did stellar work navigating the changing conditions, but a 50/50 call on tire choice from the pitwall ended up not working, but that is motorsports—some decisions lead to race wins but at other times, not so much. The British GP ended with George in 10th place and Kimi DNF’d.
The next few weeks of Formula 1 will take us to some of Europe’s most picturesque, well-loved and famous locations, including Spa, Hungaroring, and Zandvoort, followed by Monza and more. The constructor’s championship still has us in 2nd to McLaren, and there’s still plenty to race for before the introduction of a new set of regulations next year. Our teams, drivers, and everyone involved are pushing hard to finish these various championships with more trophies and experience than we had at the start.
left
Photo of Mercedes-AMG F1; George bringing home his #63 after a trying Grand Prix.
PREMIUM TIRES FOR THE DEMANDING ROAD
Max Performance Summer*
Standard Touring All-Season
Watch the video!
Built to perform, the ExtremeContact Sport 02 is a tire drivers can depend on to deliver sharp handling; 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.
Engineered to combine the plush comfort of a premium touring tire with con dent, long-lasting grip. TrueContact Tour 54 features +Silane additives for enhanced traction in slippery conditions and a balanced symmetric pattern to help promote on both electric and gasoline drivetrains all-season, all year long.
Ultra High Performance All-Season
Building upon the successes of its predecessor, the ExtremeContact DWS 06 Plus utilizes SPORTPLUS+ Technology and an updated, performance-tuned all-season compound, built for improved handling and braking performance in the dry and wet. Wintry weather performance is enhanced by X-Sipes and high angle, crisscross grooves for increased grip and stability in snow and on ice.
(PZ4)
Max Performance Summer
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.
S-CAPE TO
Axel E. Catton
THE LAKE
Michel Ginsberg and Axel E. Catton
Working in the classic car industry, I feel very privileged to be around many cars, collections, shows, and events where I get to see, hear, smell, feel, and drive classic cars. I have the pleasure of speaking to collectors who share their joy in their cars. But still, there’s nothing like the call I received from Mercedes-Benz Heritage this past May.
“We have this 1967 250 SE here in the museum in Stuttgart and we would like to get that to the FuoriConcorso at Lake Como in Italy. Would you fancy driving it down?” Come again? Now, I hear you, a late 1960s Mercedes-Benz sedan is one hell of a classic to experience the swinging 60s in, but it ain’t no 300 SL, and no Pagoda either. However, for me, this would have been the epitome of German upper middle class in that decade, a way to show you made it, you could afford a car like this, and chose it for a few days away in Italy.
The FuoriConcorso is a new concours event in Northern Italy, held on the same weekend as the famous Villa d’Este, where million-dollar cars are driven by million-dollar owners. The Fuori, however, has a much more laid-back attitude. Who could say no to that? The fact that I needed two days to cover just 300 miles didn’t deter the folks in Stuttgart. I had promised to visit a friend near Lake Constance on the way down, but that was okay with them.
A few weeks later, I met Frank Scheibner from Heritage PR at the museum as planned. There it is — a 1967 Mercedes-Benz 250 SE, 2,496 cm³ inline-six, four-speed manual with 150 hp. It’s painted in a beautiful gray metallic, which I’ve always thought had a slight green tint, but it’s officially called Medium Gray (DB178). The combination of red leather (202) makes this “entry-level” sedan look elegant and restrained. It’s displayed under bright lights and is currently being photographed by a small group of Asian museum visitors. When Frank said they were giving me a car “from the museum,” I didn’t expect it to be “out of the museum” like this. The museum doors have already been opened, so there’s no starting the car indoors. Frank and I push the 3,175-pound four-door out of the small side entrance onto the vast museum plaza, with people watching. I get the keys and have fun.
This 1967 sedan is indeed super easy to get used to. The manual seat adjustment goes back much farther than my 6’4” frame needs. It features power steering, manual windows, four-speed transmission, and a standard multi-function stalk on the left. Go! While this isn’t a top-tier model in the 1960s Stuttgart lineup, it still has that satisfying vault-like clunk when you close the driver’s door and that classic, unmistakable six-cylinder burble.
previous
Six-cylinder 250 SE cuts a fine figure ahead of granddaddy 300
SEL 6.3. One-piece lights standard on all Euro cars except 6.3.
above
Red leather (202) about the only ostentatious choice in this otherwise restrained interior. Open sliding roof adds to the allure.
opposite
Going over the Alps in a 60 year-old Mercedes-Benz no challenge – despite snow on the side of the road. Heating and wipers at full go.
Technically, the fintail successor wasn’t a quantum leap forward. Especially on the suspension side, the W 108s were still carrying most of the W 111 setup. Independent suspension with front double wishbones, coil springs, stabilizer bars, and the rear swing axle were taken over from the predecessor, while disc brakes all around were now standard. A new feature was a hydropneumatic self-leveling rear axle, keeping the spacious trunk (22.6 cu ft) always level. The main emphasis for the W 108 development team under legendary Karl Wilfert was design and appeal. Frenchman Paul Bracq, who had already penned the W 111 Coupés and Cabriolets, the 600 and the W 113 SL was charged with giving the W 108 an elegant, contemporary look appealing to Germany’s upper middle class.
The upright grille was similar to earlier models but less pointy, while the front lights for the Euro versions were again under a glass cover. In the U.S., regulations mandated sealed beam lights, which made stacked round headlights — ‘Export lights’ —mandatory. Bracq’s design featured a significantly lower beltline, resulting in a larger greenhouse and a more stylish placement of chrome on the large bumpers and side moldings. The most notable difference from the previous top model was at the rear. The fins, which gave it the nickname ‘fintail’ or ‘Heckflosse,’ were gone, replaced by an almost “corporate” rear end very similar to that of the coupes introduced four years earlier in 1961. Looking closely, the rear lights on the sedan have pointy inner sides, while the coupes are more rounded.
The smallest engine for the new “S” (although Mercedes-Benz doesn’t “count” the W 108/109 as an S-Class yet) was a 2.5-liter inline-six (M108), fed by two downdraft Zenith carburetors. One step up was the 250 SE M129, featuring a new Bosch six-piston fuel injection. “Our” 250 SE is such a car, technically a W 108.114. Built from 1965-1967, the 2.5-liter was replaced in 1968 by the nearly ubiquitous 2.8-liter 280 S and SE models. The top-of-the-line models were the air-suspended 300 SEL, equipped with their V-8 “King,” the 250 hp 300 SEL 6.3. Our 250 SE produces 150 hp (compared to 130 in the carbureted version), giving it a top speed of 118 mph and accelerating from 0 to 62 mph in under 12 seconds.
All of this runs through my mind as I wind the window down on a warm summer day and head out on my first stretch of the trip, driving the Autobahn toward Lake Constance. I would have liked to amble slowly through the countryside, but I had a prior appointment with friends from the NSU Ro 80 classic car group in Friedrichshafen, where Felix Wankel had invented the rotary engine. So, I merge into the busy traffic on the A8 east of Stuttgart. The 2.5-liter engine doesn’t deliver neck-snapping acceleration (top power comes at 5,500 rpm, and even peak torque of 159 lb-ft makes you wait until 4,200 rpm); however, I can already tell this will be a good day.
The four-speed (a ZF five-speed didn’t become available until a year later) shifts smoothly and with reasonably exact precision, and the clutch requires little force, which I appreciate. I aim for 60-70 mph, but the car doesn’t. As soon as I fall in behind a W 124 E 220 in the center lane, the 58-year-old sedan accelerates to 80 mph, which appears to be a happy middle ground between engine sound, wind noise, and gliding with other traffic.
Our car has power steering and a rather lavish Becker Mexico Cassette radio with a power antenna, but it lacks central door locks or power windows. However, it does have an electric sliding roof. I wind down the window, open the sunroof, and those great vent windows, which move on a delightful mechanism. A round knob at the end of a scissor movement allows you to pull the lever oh-so-cool and open the window just enough to eliminate all the wind buffeting inside. The seats are very comfortable, and there are three-point automatic seatbelts, but no headrests. While this makes it less safe, it enhances the overall impression of openness, which designer Bracq achieved with that huge glass area and the dashboard moved a few inches forward from the predecessor.
While I am rolling along, I get a chance to marvel at the stylish look of these instruments. Gone are the upright speedo and the awkward instrument layout, replaced by two large round dials for speed and revs. I notice I am nowhere near the peak torque, let alone the peak power range, but that’s perfectly fine with me. After a stop at Lake Constance, I begin my second leg over the Alps. “It can make it over the Splügen, yes?” I asked the Mercedes-Benz people beforehand. “Sure,” they said, “you won’t break any records,” but you also won’t break the car. And yes, I could have taken the tunnel under the closed San Bernardino pass, but who wants to be in a tunnel for 20 minutes when you can go over the Alps in a 58-year-old MercedesBenz? The Splügen is an Alpine pass with 72 sometimes tight corners, rising to 6,939 feet at its highest elevation. However, I can tell you one thing. I hadn’t looked that up before I went — because what were my options? So, I just took corner after corner, sunroof open, arm out, downshifted to second, up to third on the longer stretches, but never needed first. At the top — snow. Not on the road, it was too warm for that, it was May after all, but next to the road. Sunroof closed, heater on, wipers moving — they wipe in that adorable 1960s centerfold fashion. But other than that being unfortunate, that’s all it was. The car never missed a beat.
Which is more than can be said about the driver. At lunch near the top of the pass in Montespluga, I text my friends to tell them what a walk in the park this is. I praise the team for preparing the car, as there’s more to it than just making it look good. “Engine, oil, cooling, brakes,” I write, “electrics, lights.” I didn’t turn off the lights.
It’s a 1960s car, after all, and the lights stay on until the battery dies. I head out in the rain, see the lights in the car park, switch them off, go back inside, and finish my pizza. When I return half an hour later, I pray my stupidity didn’t damage my plans to continue. The 250 SE starts as if nothing ever happened and says, “What are you worried about”?
Downhill is always more challenging than uphill, but to be fair, at this point I don’t think about the car, its age, or its capabilities. Instead, I muse about my luck, my position in life, the beauty of my work, the trust of the Mercedes-Benz people, and the ingenuity of those who designed and built this vehicle over 60 years ago. What would they think if they saw me tackling the snow-covered Splügen in it 60 years later? They probably wouldn’t find it as amusing as I do.
Down in Italy’s Lake Como, I fill up the tank (center position like so many American cars had at the time) and return it to the team. No one wonders how I made it, nor do they question the condition of the car or me. The next morning, the team and I head out to take pictures of the 190 SL (See THE STAR® issue 2025.4, page 50.) and “my” 250 SE, while Frank emerges from the garage in perhaps the most desirable of all of the W 108/109s, the granddaddy 300 SEL 6.3 — or what Road & Track called “Simply the greatest sedan in the world.” Is it now? I hop into the beautiful olive green (DB 291) sedan; everything is familiar from the 250, and everything is upscale — the wood, the leather, the power windows, and the air conditioning. But …
... That SOUND. The V-8 burble is intoxicating, and the responsiveness is on another level. It’s similar to the 250, but entirely different. A simple tap of the gas pedal makes the car surge forward, dropping one or two gears in the automatic transmission. Nose up, and off we go. It’s not just the size (this is a 3.9-inch longer LWB version, coming in at 196.9 inches), nor the color, or the chrome, nor the beautiful yet antique steel wheels with color-matched hubcaps. It’s the confidence this car gives you.
Arm out in the Italian morning sun, basking in the admiring glances of early dog walkers — this is what life is about. While the 250 felt more “my thing,” the 6.3, with its M100 V-8 engine borrowed from the 600, is perhaps the ultimate classic Mercedes-Benz sedan. It can go when needed but — at only 71 inches wide — it can meet oncoming Italian trucks without me having to lift off.
It is often referred to as the forgotten generation. It features beautiful Paul Bracq design, impressive Sindelfingen quality, and cheeky V-8 naughtiness. If a six- or eight-cylinder 1960s Mercedes-Benz sedan is financially within your grasp, you owe it to yourself to try them.
From 1965 to 1973, a total of 383,341 units were produced, with 74,677 of those being 250 S and SE models, but only 6,526 were 300 SEL 6.3s. The successor, the W 116, was the car, which Mercedes-Benz calls the first S-Class. To see how it compares to our Italian Affair, we visited the Mercedes-Benz Testzentrum in Immendingen to drive every S-Class generation ever built. Stay tuned — and please give me the keys back.
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Lake Como roads get overwhelmed with traffic easily. At 6.30 in the morning, both of our S-Classes still have them to themselves.
FFC CONCEPT: EXPLORING THE UNKNOWN
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Alfredo Stola
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Mercedes-Benz Archives and Studio Torino
I was asked by the editor of The Star®, Rubin Howard, to recount Stola S.p.A.’s first experience working for Mercedes-Benz. I think it’s a wonderful idea, especially since it expresses China’s political will at the highest levels to enter the automotive industry with high-quality standards.
That year was 1994, thirty-one years ago, and it highlights how much this great Asian nation has progressed in the automotive industry, as well as the remarkable success it is now experiencing in the European and Middle Eastern markets, along with its large domestic market, which is currently home to approximately 1.42 billion people.
Talking about this project, which I’ll tell you right away is called FCC, an acronym for Family China Car, isn’t just a technical issue; in this case, it’s mainly a story of geopolitics and a strong personal desire of the then President of the People’s Republic of China, Jiang Zemin. For us at Stola in Italy in 1994, we weren’t very familiar with their demands in the automotive industry.
In the 2024.6 issue (November/December) of The Star®, in the first article I had the great honor of writing in memory of the unforgettable director of the Mercedes Style Center, Bruno Sacco, I had already briefly mentioned this show car, but now I will discuss it in much greater detail.
In the first week of June 1994, at Stola S.p.A., I received a call from Harald Leshcke, who was the head of the “Advance Design Mercedes” department under Bruno Sacco. He asked if we could start building a show car immediately, scheduled for delivery on November 6, 1994, for a major international exhibition in Beijing, just about five months away. We had dreamed of working for MercedesBenz for at least five years, so I quickly said yes without even checking our workload. It was definitely a gamble on my part.
Before ending the call, Leschke proposed meeting at Stola S.p.A. on June 9 and 10 to go over every detail. He mentioned he would arrive in Italy with two colleagues from Sindelfingen. The entire conversation was conducted in English. As planned, on the late afternoon of June 9, Leschke, along with his assistant Franz Lecher and Mr. Jurgen Weissinger, manager of the prototype department, was greeted at the entrance to Stola by our entire management team in a MercedesBenz E-Class W 124.
To our surprise, as soon as they stepped out of their car in our internal parking lot, they immediately informed us that their truck would arrive the next morning with the clay styling models of the
Mercedes-Benz “Family Car China” (FCC) — the compact family-car concept developed specifically for China, 1994.
exterior and interior, essential for building the show car. To show the importance we place on this visit, we displayed one of the most legendary Mercedes-Benz cars, the roadster version of the legendary Gullwing 300 SL W 198, in our reception area.
We quickly realized that all three gentlemen spoke Italian, some more fluently than others. We welcomed them into our historic management office, which displayed furnishings from 1966 and the oldest photographs of our work, dating back to 1919, hanging on the walls. We offered them a classic Lavazza espresso. It was now late afternoon, so we spent the rest of the day visiting each department, starting with management and ending with the area dedicated to show cars, passing through the model shop, the CNC milling machines, the master model testing, the CAD center, and the body and interior design department.
We finished the evening in Turin at Le Duchesse restaurant, aiming to enjoy the best Italian food and Piedmontese wine, which is usually highly valued by Germans. The next morning, in the meeting room, Stola S.p.A. was represented by Roberto Stola, Alberto Sasso, Lucio Giarolo, Felice Chiara, Vittorio Della Rocca, and myself, ready to listen to every detail explained by the three Mercedes-Benz representatives.
They immediately engaged us by explaining the extraordinary goal of this show car, which was developed solely for China. Essentially, the government asked the world’s top manufacturers to design the perfect future car for the Chinese people to be showcased at a specific auto show in Beijing. The starting point was the innovative chassis and engine of what would become the future W 168 A-Class, which entered production three years later in 1997. In this case, the body would be made of aluminum instead of steel. They set a development timeframe of five months for the show car and told us that one or more Mercedes-Benz representatives would be at Stola to coordinate with Sindelfingen and oversee the work directly. Regarding the price, they set a target price, which we accepted immediately without hesitation. For the interior upholstery, they informed us it will be made with materials sourced from Sindelfingen by the Turin-based company SALT, one of their longtime suppliers. This is great news for us because Francesco and Pierfranco Gavina, who have collaborated with us on other projects for some time, are highly professional.
Meanwhile, at the reception desk, we are informed that the Mercedes Style Center truck has arrived with two clay models. This presents an opportunity to continue the presentation in the model department. The mechanized and motorized chassis is expected to arrive in Rivoli around mid-July and will be assembled at the Sindelfingen prototype department under the direct supervision of Jurgen Weissinger.
Our technicians, Felice Chiara, Vittorio Della Rocca, and Lucio Giarolo, along with the two clay models present, begin a highly technical discussion with the three usual German guests. The conversation is in English, often mixed with Italian. The first point is how to match their mechanized chassis with the new aluminum body, which will be built using so-called hammering molds, where sheets are hand-formed with a hammer and other highly skilled tools.
above Rivoli November 2, 1994 Franco Gavina of Salt.
Rivoli November 3, 1994. B. Comollo, F. Chiara, L. Giarolo.
This, one of the most important and difficult points, immediately demonstrates the rapport and expertise between our technicians and Mr. Leshcke, Mr. Lecher, and Mr. Weissinger. On our side, the work will proceed quickly in the coming months. Since we will also be designing all the internal structures of the sheet metal, coordination with Sindelfingen will be seamless. As promised at the very first meeting, the Mercedes-Benz team remained constantly present.
Everything was going well; Stola management was eager to demonstrate professionalism, dedication, and sacrifice. They work many Saturdays and sometimes Sundays, and the Mercedes-Benz staff seemed to appreciate it. Autumn was approaching, and after the painting at our facilities, assembly began, with Waissinger and Leschke becoming increasingly involved. The interior upholstery had also begun, and Mr. and Mrs. Gavina will personally deliver the various top-quality, perfectly protected parts from their workshop.
Leschke informed us that we would soon be expecting a visit from Director Bruno Sacco in Rivoli, likely accompanied by Professor Gallizendorf for the photo shoot scheduled in Turin. Regarding the photo shoot: To show how much Mercedes-Benz management valued this prototype and its display in Beijing, the Stuttgart-based company had a typical Chinese family pose alongside the FCC. Mr. Sacco’s visit was highly anticipated because it was his first time at our company, and he left a strong impression as a charismatic, elegant, and professional individual.
A true admirer of Piedmont, having spent part of his life there, we had the honor of inviting him and his assistants to dinner to enjoy the flavors of our region. Mr. Sacco expressed his satisfaction with the work, praising us for the clean and well-lit workspace, and appreciated the thoughtfulness of the reception area, which displayed the 300 SL Roadster.
It had been raining nonstop in our area for almost a week. The FCC was scheduled to leave with the Mercedes Style Center truck for Frankfurt Airport at dawn on November 6, and fortunately, it had already been at our garage since the afternoon of November 4. The rain was intensifying, and the first floods and destroyed bridges were being shown on television.
We accelerate the final setup work throughout the night, and after the photo shoot, Leschke and I decide to move up our departure by a day; it’s unthinkable that we, for any reason, would miss the rendezvous with the Lufthansa freighter Frankfurt-Beijing. The Po and Tanaro rivers are starting to flood, and the only possible routes to reach Frankfurt are via Lugano or Aosta; the latter is already blocked as the road is completely flooded.
The decision was made to head toward Lugano via Milan. Fortunately, a few hours after the Mercedes-Benz truck passed, a bridge collapsed at the start of the highway near Chivasso, closing the highway. The torrential rain continued unabated for several more days in our Piedmont region, and in the end, seventy people died and 2,500 people were displaced from their homes. This was truly a tragic situation for our region, and it led to an unexpected and genuine sense of closeness and solidarity between the MercedesBenz and Stola workers.
THE 500 E STORY: Porsche Makes a Mercedes-Benz
Bridging an awkward era for Porsche, the Zuffenhausen company part-engineered and part-produced one of the niftiest cars of the nineties — the Mercedes-Benz 500 E. The 10,000 made in five years are delivering pleasure to knowledgeable motorists.
For Porsche’s Michael Hölscher this was his first major project. It was his opportunity to set up fabrication and assembly of a complete automobile at a time when Porsche was suffering from the major fall in the value of the dollar that had supported it for so long. This was 1989, when new engineering chief Ulrich Benz was finding his feet and Company chief Heinz Branitzki was on the verge of dismissal. They had an unexploited resource in their Werk 2, the Reutter building at the heart of the company’s complex in Zuffenhausen, which was just finishing its run of Porsche’s Type 959 supercars.
A new project was needed. Porsche’s manufacturing facilities, both old and new, were underutilized. This led to an aggressive effort to sell not only engineering capacity but also production capacity to other automakers. Negotiations that started in 1988 led to the signing of a contract on March 19, 1990, to produce a special model. This project would be for none other than Porsche’s neighbor in Stuttgart, Daimler-Benz. It would utilize the Reutter building, the same one formerly used by Reutter coachworks, which had housed the Porsche team during its return to Stuttgart in the early 1950s
The car that Michael Hölscher planned to build in Werk 2 would fill a gap in the market that was especially bothering Mercedes-Benz dealers in the United States. They had done well with the “Baby Benz” Mercedes-Benz and its sporting version, the 190 E 2.3-16 (W 201), which boasted an aerodynamic design and a 16-valve cylinder head. Its later counterpart, the W 124 E-Class sedan, had a worthy but unexciting engine range that topped out at a straight-six. Why not, asked the dealers, put a V-8 in it? The bigger cars have V-8s so one should be popped into the E-Class four-door body as well. Surely, the Untertürkheim engineers were up to the job. However, both the new SL and the new S-Class were in the prime of their development phase. Both had been planned for their respective world premieres much earlier. The S-Class was supposed to be at the IAA in September 1989, but major problems arose during a board trip to Hockenheim in mid-1988. All members of the board declared it unsuitable for customers. Additionally, a new engine generation for the 1990s was in development at the time.
Daimler-Benz struggled with its split locations. Supplementing the traditional Stuttgart-Untertürkheim works was its newer campus in Sindelfingen, specializing in body design and production. In this situation, the Porsche Development Center at Weissach made the impossible possible. Extensive body modifications, many component adjustments, the integration of a larger V-8 engine, the chassis of the new SL, and its entire electrical system were all successfully implemented under Hölscher’s Porsche Weissach team.
For both Porsche and Mercedes-Benz the use of a CAN bus system for the engine was new territory. Furthermore, the responsibility of testing was assigned to Weissach. External design and aerodynamic development of the 500 E, the styledefining trades, remained in the hands of Sindelfingen although implemented by the Porsche team. As a high-performance 5.0-liter V-8 version of the Mercedes-Benz E-Class sedan, it marked the first installation of an eight-cylinder in a mid-sized Mercedes-Benz.
The story of the 500 E began in spring 1988 when DaimlerBenz AG issued a development contract, commissioning Porsche
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The iconic facelift appearance of the W124.036 E 500.
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For Porsche’s Michael Hölscher the creation of the Mercedes-Benz 500 E was the beginning of a career at Weissach and Zuffenhausen for the creation of limited-volume autos.
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Not originally intended to be installed in this smaller body, the V-8 was a snug fit in an engine bay designed by the Porsche engineers.
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Hand-manipulated trollies at Zuffenhausen moved the monocoques of the 500 E along during their assembly from parts supplied by Daimler-Benz.
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AG with “the design and test-engineer the series development of a W 124 sedan with the 5.0-liter V-8 four-valve engine M119. This was followed by a firm contract in March 1990 for Porsche to produce the vehicle as specified, with the 500 E officially designated as Project 2758 in Porsche’s project history, which started with Project 7 in 1930.
Features of the 4,973 cc 32-valve M119 V-8 for the 500 E included Bosch LH-Jetronic injection, variable inlet-valve timing, and a tuned inlet manifold that added up to 322 bhp at 5,700 rpm. The 500 E was specified with Bosch LH-Jetronic fuel injection and a redesigned intake manifold with longer runners, adding an extra 22 lb-ft of torque for a maximum of 354 lb-ft at 3,900 rpm. Its 23.8gallon fuel tank exceeded the standard size for the W 124-series cars. To handle the increased horsepower and torque, the 500 E’s four-speed automatic transmission was taken from the 500 SL, along with a final drive with a 2.82:1 differential to maximize the V-8’s torque.
Like all other Mercedes-Benz transmissions at that time, the default starting gear was second to ensure smooth acceleration. There were two ways to force a start in first gear: either floor the accelerator pedal, which resulted in a less-than-smooth kickdown, or by moving the gear selector down and over to B, then back to D. This tricked the gearbox into starting in first regardless of throttle position.
Teutonic German design. Iconic proportions. Beautifully staged and lit by René Staud.
The added weight of the differential combined with a rearmounted heavy-duty battery helps balance the 500 E’s front/rear weight distribution closer to 50/50. Despite an engine that weighs 70 pounds more, this balance was achieved with two occupants and 175 pounds of luggage. Reinforced wishbone suspension components and steering linkages from the 500 SEL were reinforced to accommodate the 500 E’s increased weight, which was 3,770 pounds at the curb.
Porsche’s modifications to the base 300 E monocoque included splaying out and reinforcing the frame rails, strengthening the firewall construction. widening the drive-shaft tunnel, modifying the front-axle crossmember and other engine bay components to squeeze in the 5.0-liter V-8. The 500 E stood nearly an inch lower than the 300 E due to shorter and stiffer springs with plastic buffers and gas-pressurized shock absorbers with internal damping springs. Hydraulic self-leveling suspension was standard equipment.
The 300 CE featured 11.8-inch vented disc brakes at the front, while the 10.9-inch vented rear discs matched the design to complement the 500 SL wheel openings. The rocker panels were fitted with flares to accommodate Michelin MXM 225/55RZ16 tires on aluminum rims. A later series included 17-inch Evo II wheels. These wider wheels and tires increased the track width by 1.5 inches. The 500 E was built on a 110.2-inch wheelbase.
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After a trip to Sindelfingen to be painted and internally outfitted, the 500 E-to-be went back to Zuffenhausen for its potent
When the fender wheel wells were flared out to fit the wider tires, Porsche played a key role in subtly reshaping the vehicle’s exterior. The front and rear flares caused the fog lights to be relocated lower into the front bumper. The TÜV (Technical Inspection Authority) specified the requirements for this adjustment. Due to the increased width and the maximum allowed distance between the headlights and the vehicle’s exterior, this was the only feasible solution. Before production could begin, hand-built prototypes had to be built and proven. This started as early as 1988 and continued through 1990. All in all, 20 test vehicles were assembled and tested. This was also the period during which Daimler-Benz discovered that the wider front fenders of the 500 E couldn’t pass through certain points of its Sindelfingen assembly line. This discovery mandated a much greater role for Porsche, which helped moderate the effect of its crippling metalworker strikes and the costly consequences of the 959 supercar’s exorbitant elaboration.
Having overseen these changes through the two Stuttgart companies, Michael Hölscher and his colleague Michael Mönig could focus on implementing a system for the production of these potent sedans. Each 500 E began its life at the former Reutter Werk 2, where the basic body shell was assembled. Starting at the end of 1990, individual assemblies including the front end, rear end, main floor, and side panels were shipped from Sindelfingen. These parts were then adapted by Porsche and assembled with other series components, such as the roof, doors, hood, and trunk lid, to create a complete bodyshell.
Four body shells at a time were transported on specialized trucks to the Sindelfingen plant across town. There, the body was corrosion-proofed and painted, providing complete rust protection and allowing customers to select from the entire palette of Mercedes-Benz colors. Then, the dedicated carriers transported each 500-to-be back to the Porsche plant for final assembly. The necessary Mercedes-Benz components — such as suspension, interior, and drivetrain — arrived crated in Zuffenhausen. Engines, transmissions, and other major mechanical parts were assembled by Mercedes-Benz and shipped to Porsche for installation.
Porsche’s Werk 2 facility operated under Old World standards. Cars were built on wheeled pallets and moved by hand from station to station during assembly. Electric spot welding was also done mostly by hand. Assembly took place on two floors in the Reutter building, with each vehicle passing through up to 20 workstations. Then another trip across town occurred, back to Mercedes-Benz, where each 500 E received a final inspection before delivery or export. On average, it took 18 days to build each 500 E, much of which was spent on transportation.
Production of the 500 E began in the autumn of 1990 and gradually picked up speed, First, production increased to 10 and then to 20 cars per day. Early in 1991, German dealers were selling the 500 E, of which the Mercedes-Benz passenger-car engineering chief said, “With this model, we are sending a message to our competitors in Munich.” American orders began to be fulfilled in 1992. After 1993, Daimler-Benz took over the manufacturing and assembly of the 500 E. above
The fender flares that mandated assembly of the 500 E by Porsche are pointed out. Wider wheels and tires were vital to deliver the desired road performance.
Some of the Porsche crew who brought the 500 E to life in Zuffenhausen gathered for a photo to mark the moment. With much handwork their contribution was crucial.
By the time manufacturing halted in April 1995, the total production was 10,479 units, with 1,528 reaching the USA. Demand stayed high until the end, with daily output still at 20 units— originally planned for only about 10. Between January and May 1995, 120 last-request E 500s were produced. This marked what Porsche’s Klaus Bischof called an “outstanding cooperation with Mercedes-Benz.” Although the 500 E had been a profitable exercise for the Stuttgart venturers, Mercedes-Benz was now turning to AMG as its performance partner.
After paying at least 134,520 Deutschmarks and adhering to the mandatory 1,500-kilometer break-in period, the proud 500 E owner could call a true wolf in sheep’s clothing his own. Accelerating to 60 mph required just under six seconds. Quite a few customers took advantage of the free option Code 260 — Type plate on trunk lid discontinued — and thus drove their cars incognito.
The 500 E — or E 500, as it was renamed in 1993 — was the king of the road, thanks to its torquey V-8 engine and tank-like build quality. Its driving enjoyment was not the sort of tail-out, tiresmoking sessions available with an M5, but rather a remarkable display of smooth, effortless power delivery and excellent road grip. These qualities are best appreciated on the long, winding, high-velocity roads of the Autobahn and Autostradas in Germany and Italy.
“This is the first Mercedes that drives like a Porsche,” said Porsche’s deeply experienced Paul Hensler. Thanks to a ride height lowered by 0.9 inches and stiffer springs and dampers, its responsiveness was un-sedan-like. Performance was decidedly sporting with a standing quarter in the low 14 seconds. Although the 500 E adhered to the industry-agreed-upon maximum speed for sedans of 155 mph, actual capability was 165 mph with standard gearing.
The 500 E is authentically special because of its unique involvement with Porsche, something no other Mercedes-Benz model can claim, past or present. That distinction alone makes the 500 E desirable both Mercedes-Benz enthusiasts and Porsche enthusiasts. Even Porsche maven Alois Ruf has owned a MercedesBenz 500 E.
In 1997, Ruf acquired a 1992 Brilliant Silver model with 100,000 kilometers on it and used it as his daily driver. The car’s philosophy suited him perfectly: “Unobtrusive in appearance, but when it needs to, it goes like hell,” Alois said. His 500 E has since covered more than 400,000 kilometers, earning a place of honor in the collection of Ruf Automobile GmbH.
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In its first years described as the 500 E, the model was renamed the E 500 in its last sales years. Many owners preferred anonymity. opposite
On the open road a 500 E shows what it can do. Its side strakes were well-suited to a darker hue for their lower areas.
THE 2025 GULLWING
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Rubin Howard
When you think of a typical 300 SL owner, you probably think of a collector who keeps a car in a perfectly climate-controlled environment, tucked away to be shared only by a very select few. When the value of a particular vehicle reaches a certain point, some owners feel more comfortable “securing their investment” versus just enjoying their cars. I recently attended the Gullwing Group International’s Vancouver Island convention in Victoria, British Columbia, and let me tell you — that cliché is far from accurate within this tight-knit group of enthusiasts. It is a privilege for most people to see a 300 SL Gullwing or Roadster in person. The first time you get to hear the engine start up, watch the car come alive, and perhaps even ride as a co-pilot is a wonderful experience. Now add a lineup of several dozen 300 SLs, alongside its spiritual successor, the SLS AMG Gullwing or Roadster; now you have something special.
The 2025 Gullwing Convention held at Villa Eyrie Resort in British Columbia was not just a convention tucked along the Malahat Highway and surrounded by fir trees, mist, and coastal air, the convention brought together long time owners, new owners, collectors, restorers, engineers, enthusiasts, and dreamers, and one magazine editor for four days of pure magic perched on a mountain above the clouds, doors raised, about to take flight. We had a tight schedule to say the least. At one point in time, I began referring to this convention as Gullwing boot camp; between all the camaraderie.
A LINEAGE that SOARS
The 300 SL Gullwing needs no introduction. Born from the W 194 race car and introduced to the world in 1954, the Gullwing was an engineering marvel, and introduced the world to what was instantly the world’s most iconic Mercedes-Benz. A tubular space frame chassis mated to a high compression straight-six engine, and upward-opening doors born out of necessity, the car looked like a spaceship and performed like a road-going race car. It was also the first production car to feature fuel injection. As time went on, the Gullwing transcended its specifications and became a symbol. A talisman of post-war German ingenuity.
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Stunning views from the Villa Eyrie Resort.
DAy ONE Arrival and Awe
The moment guests arrived at Villa Eyrie, it was clear this was no ordinary car event. A welcome reception in the resort’s courtyard and terrace kicked off with a surprise: a 300 SLR race car. The symbolism was powerful. If the 300 SL was the graceful road-going version, the 300 SLR was the untamed sibling. Seeing such an intimate presentation among such a close-knit group of enthusiasts really reinforced Mercedes-Benz Heritage’s commitment to preservation and brand loyalty.
DAy T wO The Art of Restoration
After breakfast overlooking the Malahat Skywalk, attendees were shuttled to Coachwerks Restoration, one of the most prestigious restoration workshops in Canada. Inside a pristine white hangar, guests were greeted by an array of 300 SLs in various stages of restoration, from finished cars to barn finds and roll-over victims that are in the process of being meticulously restored to their original factory standards. Coachwerks had curated an entire experience for the group. A walk-through tour explained their philosophy of blending old-world craftsmanship with modern precision. There was no marketing fluff here… just artisans and their work. Lunch was served not in a dining hall but directly inside the workshop at long wooden tables decorated with floral arrangements and table settings… all surrounded by million-dollar restorations. The food was an incredible assortment of Italian cuisine catered by the team at the Villa Eyrie resort. The day concluded with a shuttle to Butchart Gardens. In the fading twilight, guests wandered through rose gardens, fern-lined fountains, and Mediterranean courtyards, sharing stories and laughter. A casual but intimate family-style pasta dinner was served back at the Villa that evening, providing an opportunity for everyone to mingle and reconnect. By this point in the convention, the bond went beyond cars; everyone started forming friendships with one another.
right Tech session and tour at Coachworks Restoration.
300 SL owners enjoying their cars in a free-spirited manner on the track.
DAy ThREE Vancouver Island Motorsport Circuit
The group started their engines and took part in a road rally to the Vancouver Island Motorsport Circuit, where the Gullwings were invited to stretch their legs (or should I say wings?) on a closed track. I rode along as a navigator in an SLS AMG Final Edition Roadster driven by GWG member Jay Rosas. Once everyone arrived at the circuit, guests were welcomed upstairs for a safety briefing alongside breakfast pastries and beverages. The SLs went out on the track for some “media laps” to capture video footage. After they returned, everyone had lunch, and then the run groups started going out on track … in their 300 SLs and SLS AMGs. As the cars came into the paddocks, there was a variety of modern AMGs ready for hot laps, guided by an instructor, of course. By the end of the day, I was riding as a passenger in a 300 SL that enjoyed 12 spirited laps around the circuit. The vibes were incredible, the sounds were glorious, and it was clear that a 300 SL is happiest at higher RPMs. In the afternoon, we were welcomed to a fellow Gullwing Group member’s property perched atop a deceptively steep hill … a tall mountain might be a better way to describe it. Once we finally reached the top, members were greeted by a stunning panoramic view. Probably one of the best I’ve ever seen. I kept thinking, this cannot get any better … yet somehow, I promise, it did.
DAy fOUR A Show & Shine followed by a Farewell Among the Clouds
The second-to-last day began very predictably. A show and shine was held in the courtyard of Villa Eyrie. It was a rare sight to see so many varieties of 300 SLs, each showcasing its own unique characteristics. There was a 300 SL for everyone. Plaid seats? No problem. How about an original set of sheepskins paired with a period-correct protective bra on the front? It was definitely there. Custom Louis Vuitton fitted luggage? How could you expect less? One of my favorites was a charming Italian horn fitted to Will and Sonoma Clark’s Euro-spec 300 SL Roadster since new. After voting ballots were submitted, an outdoor lunch was served, and an afternoon nap was in order before the Saturday evening Gala festivities. One of the most spectacular aspects of Vancouver Island was the breathtaking, cinematic landscapes that seemed panoramic and never ending. Between the hills, snowy mountains in the distance, and rosy pink sunset skies, the views couldn’t get any better. I was clearly wrong. GWG President David Dukehart had previously eluded to this the day before. From day one of the convention, there was a roped-off road everyone assumed was off-limits. It turned out, this path led to a villa above Villa Eyrie — an incredible venue perched at the very
top of the mountain. Shuttles were necessary to drive attendees to the top. Rest assured, the shuttles were indeed Mercedes-Benz Sprinter vans. Guests were instructed to dress elegantly and not forget their drink tickets. No one expected a private villa with two grand doors wide open, overlooking stunning windows that flood the space with breathtaking views. In the backyard, however, was a wonderful surprise — a solitary 300 SL Gullwing with its doors up, perfectly framed by Mother Nature in the background. As we approached the car, it was clear that the vehicle was meant to serve as a “photo opportunity” for attendees. Guests quickly gathered, taking photos of both the stunning view and the stunning vehicle. The two were almost competing with each other. After the cocktail reception, guests were invited down a staircase to the helicopter pad, which had been transformed into a tent and banquet hall for the gala dinner, an awards ceremony, and a silent auction. As golden hour set the sky ablaze, guests posed for photos beside “Miss Gullwing,” the affectionate nickname given to influencer Iana of HK Engineering. Someone whispered, “This is what heaven must look like.” No one disagreed. Later, a band played as guests danced under fairy lights. A few took one last stroll past the Gullwing, lingering as long as they
A custom-made Louis Vuitton luggage sitting on top of a luggage rack. Vehicle owned by a member in Miami.
A period-correct racing helmet.
MORE than a CAR
Sunday morning was bittersweet. Breakfast was casual — continental breakfast, coffee, croissants, and one final round of hugs. Some had long drives ahead, others catching flights. Still, everyone left with something intangible. This convention wasn’t just about the 300 SL; it was about the people it gathers. From retirees who had owned theirs for decades to young enthusiasts hoping to someday own one, everyone came together through a common passion and left with a much larger, stronger network of passionate people. In the words of a long-term member and advocate I met years ago, who encouraged me to join: “You don’t have to own a Gullwing to belong here. You just have to understand why it matters.” I regret not taking Amir up on his offer five years ago in Atlanta. After connecting with this group, I understood what this convention was all about. Clubs matter because they still bring people together. Because they still inspire awe. Because they represent the golden thread running through the history of Mercedes-Benz: daring design, racing spirit, and the unshakeable belief that cars when built without compromise — can be art and carry a piece of their owner’s soul throughout their life.
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Some team members of Coachworks Restoration, standing united in front of the event they were instrumental in organizing.
NOT EV
An inspiring story of resiliency, passion and togetherness of the Altadena community post Eaton Fires.
story Arya Kani photographs Dave Stone
ThE TRAGEDy
Six months have passed since the devastating Eaton and Palisades fires that tore through the northern and western stretches of the Los Angeles metropolitan area. The Eaton Fire, in particular, was catastrophic, claiming the lives of more than 26 people and destroying over 6,000 homes in Altadena alone. That equates to an overwhelming 75–85% of the entire city, razed in a matter of days.
Altadena, a serene hillside town nestled just north of Pasadena, has long exuded a quiet charm. Historically, a significant portion of its population has comprised professionals from NASA’s Jet Propulsion Laboratory and academics from Caltech, both situated nearby. This blend has fostered a local culture defined not by extravagance, but by intellect, creativity, and a profound appreciation for craftsmanship among other diligent community members. That spirit is reflected in the types of cars found on its streets and parked in garages: from rare Mercedes-Benz roadsters and air-cooled Volkswagens to elegant grand tourers and iconic lowriders. The real wealth that shaped Altadena’s automotive community is its character, story, and soul.
During my years at ArtCenter College of Design, I lived just a few streets from Altadena. I spent countless hours wandering its lush, hilly streets, cruising in my 300 SEL 6.3, and discovering local gems like Café de Leche and Fox’s Restaurant, both of which were tragically burned down in the fires. More than just a picturesque neighborhood, Altadena became a place of connection. I met enthusiasts who transformed wrenching into an art, gathering over tacos and vintage rides. For now, that moment in time is gone.
The fires struck with terrifying speed. Evacuations were immediate — no time to collect, only to flee. So many beloved classic cars, once proudly parked in driveways or sleeping under tarps in garages, were reduced to scorched metal. I wasn’t living in Pasadena during the fires, but returning to Altadena just weeks afterward was surreal. A town once known for its skyline views of downtown LA and beautiful hiking trails, framed by swaying palm trees, now resembled something out of a post-apocalyptic film. Burned-out shells of homes stood silent, and in their driveways, the skeletal remains of cars were marked with spraypainted “NOT EV” by EPA inspectors — a grim label used to indicate the vehicle was not electric and posed no additional fire risk. The words became a haunting motif on nearly every damaged vehicle.
hEALING
Despite the immense loss, the people of Altadena have remained resilient. The community has united with quiet determination to rebuild not only their homes but also the spirit of their neighborhood. The car community was no exception. Almost immediately, small grassroots efforts emerged. Altadena Cars & Coffee began attracting survivors and supporters alike. Social media became a lifeline for awareness and storytelling.
One of the key figures in this movement is Dave Stone, who lives just two blocks from Altadena and is a dedicated car enthusiast. Deeply affected by the fires and what his neighbors endured, Dave took action. As he walked through the streets with a camera in hand, he began documenting the aftermath. His Instagram account, @not_ev_altadena, became a visual journal of loss, resilience, and memory. “Our goal has been to rebuild Altadena through love, hope, and compassion,” he told me.
Dave has tirelessly visited sites of destruction, speaking with owners and capturing the twisted remains of once-prized machines. He has taken over 15,000 photographs, each with an emotional story — stories that now live online and in the hearts of car lovers far beyond LA. In addition to his demanding day job and family life, he organizes Cars & Coffee events every Saturday at 8 a.m. These gatherings are more than car meets — they’re community rituals. Through GoFundMe initiatives, he has helped residents reclaim a piece of their past, such as assisting Danny in recovering his lost Corvette.
But the challenges persist. Theft and vandalism have plagued the area since the fires in January. In a cruel twist of fate, burned and damaged classics have become targets for criminals looking to exploit the tragedy. Storage presents another hurdle — many survivors lack housing, much less safe garages to store what’s left of their prized vehicles. Still, Dave remains committed to helping and amplifying the voice of the community. “I’m not done until Altadena is rebuilt, until the homes are built with cars back in the driveway,” he affirms. What began as a bureaucratic label — NOT EV — has transformed into a symbol of strength, community, and perseverance.
MERcEDES - BENz OwNERS pOST- fIRE
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opposite
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Only charred steel and faded chrome remain of what was once much of Altadena’s car culture, representing untold stories and lost legacies.
Among the charred steel and faded chrome of Altadena’s ruined car culture stood many classic Mercedes-Benz vehicles. I spotted various remnants of W 116s, W 123s, and R 107s — each representing an untold story and a lost legacy. It made me wonder how many members of the Mercedes-Benz Club of America have been affected by these fires and how we might elevate their voices, honor their resilience, and support their return to the road.
One such story is that of Ken Sakamoto, the once-proud owner of a pristine 190 SL. Now reduced to a shell bearing the “NOT EV” mark, the car is a ghost of its former self, an elegant roadster that used to cruise along the winding roads of Altadena. Ken, however, is far from defeated. A master metal shaper and owner of Sunchaser Studios in Pasadena, he is renowned in the restoration world for his precision and craftsmanship in metalwork. More than just a builder, Ken is an artist, sculpting panels into poetry. Since the fire, he has not only offered support but also provided hands-on help to friends
So many beloved classic cars, once proudly parked in driveways or sleeping under tarps in garages, were reduced to scorched metal.
Paul and Scott, owners of a 1972 Mercedes-Benz 250, once owned by Joni Mitchell, admire the last and only physical reminder of their lives before the fires.
and neighbors trying to recover their cars, always showing up with tools, heart, and hope.
Another moving story belongs to Paul and Scott, owners of a 1972 Mercedes-Benz 250. Their family home — a generational heirloom — was completely destroyed by the fire. Yet, miraculously, their W 114 survived. More than a car, it is in fact their only belonging that survived the fire. Once owned by Joni Mitchell, this Mercedes-Benz is the last and only physical reminder of their lives pre-fires. But it did not escape unscathed. The paint is blistered, the interior singed, and it needs love. Through GoFundMe, Paul and Scott are now seeking help to breathe life back into the vehicle. It’s not just about saving a car — it’s about preserving memory, healing through restoration, and honoring the lineage it represents. The hope is that one day, their 250 will once again glide through Altadena’s hills, telling stories of community members who rebuilt through love and resiliency.
These stories represent just a few among many. They speak to a greater truth: that cars, especially classic Mercedes-Benz models, are more than mere machines. They’re vessels of memory, markers of identity, and, in moments like these, symbols of survival and healing.
To everyone affected by the fire in Altadena, this piece stands as a tribute. If you feel compelled to help or support those working to rebuild, please reach out to Dave Stone at: iloveyoualtadena@gmail.com
There Is Nothing More Expensive Than a Cheap Mercedes-Benz
story and photographs
Pierre Hedary
Pierre Hedary is our MBCA Workshop Technical Advisor, a former MBCA Regional Director, and the owner of Pierre Hedary and Company, a classic Mercedes-Benz independent shop and restoration facility in Titusville, FL, since 2006. Pierre also has a YouTube channel, “Mercedes Classics with Pierre Hedary,” which has been educating Classic Mercedes-Benz owners and enthusiasts since 2013.
There is a phrase that many enthusiasts love to repeat: “There is nothing more expensive than a cheap Mercedes-Benz.” It’s kind of true if you can’t change your own oil, glow plugs, spark plugs, or read an internet forum to diagnose your car. But without those cheap, or in my case, nearly free Mercedes-Benz, I would never have been able to start a business and work my way up to some nicer cars. Any success I’ve achieved in life can be credited to God Almighty and a few old, inexpensive Mercedes-Benz diesels that no one wanted.
I’m not a trained mechanic either. My dad was a mechanic, but he insisted I learn everything the hard way. If we had to remove an engine, he would hand me tools and say, “Remove it.” If we had a cracked cylinder head, he would say, “Pull the head.”
Meanwhile, in today’s world, if you’re a young person from an average family, you’re facing challenges. Your only hope is hard work and keeping expenses low. That means no student loans, sharing a two-bedroom apartment with three others, working a 9-to-5 job, and shopping for groceries at the local bodega. It also means no car payments. This was my life from about age 18 to 30. And I couldn’t have managed it without those cars. At one point, everyone in my family was driving a cheap Mercedes-Benz, and believe me, I wasn’t constantly repairing them. I handled necessary safety and reliability repairs, while my three siblings and my mom attempted to run the cars into the ground.
Cheap Mercedes-Benz Experiences
Some of those inexpensive Mercedes-Benz models included: a 1987 300 E ($300.00, needed a gas tank and fuel pumps. All three of my siblings drove this car at some point until we got tired of it), a 1991 420 SEL ($5,000, mom is still driving it), a 1968 220 D ($150.00, eventually it was too rusty to drive but it was great for four years of 100-plus mile daily commuting, six days a week), a 1985 280 SEL (Free. Eventually, the head gasket failed, and I did not fix it. I should have.), and a 1983 300 D ($500, did everything to it, and 12 years later, I still drive it every day). You can apply this formula to some newer cars as well, such as the W 210, 211, 202, and 203.
So how did I keep these cheap Mercedes-Benz vehicles running? I am going to share that in this article. My hope is that if you’re young, broke, and self-reliant, you’ll look at a 300 D or 240 D sitting in the back of some garage out in the middle of nowhere, buy it for a song, and make it your daily driver.
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Most people write off older well-used W 123s like this, but for a young man in his early 20s this was the perfect car for his 30-mile daily commute. For just $2,000 he was able to buy this running driving 1985 300 D and work on it himself.
There is a whole class of Mercedes-Benz that people often overlook. These are the cars with cracked dashboards, minor rust, true miles unknown, tired headlight doors, cracking wood trim, and possibly an accident reported on Carfax. This is the kind of car I’m talking about—the one you might see posted on Facebook Marketplace. However, that doesn’t mean they’re not worth considering. If you’re a young person looking for a vehicle you can own outright, learn to repair yourself, and use every day, this could be the right car for you.
Start by looking for cars in your area. This may include driving around to repair shops and towing storage lots. You might find a cheap, unadvertised Mercedes-Benz. Bring a battery so you can try to start it if the one in the car is dead. Check all the fluids before starting. If it’s a diesel, make sure you understand the pre-ignition system.
Once you identify the car and get it to a place where you can examine it, start assessing its needs. If it runs, take it for a short drive in an area free of traffic, hills, or road hazards and note everything you observe. If the brakes feel soft, make a note. Do they pull to the left or right? Do you smell burning pads? Does it shift smoothly? Is the oil pressure okay? Does it overheat?
Only Buy Cheap Mercedes-Benz Within Your Means
Based on what you find, use every fault on the car to negotiate a price you can afford. How do you know what you can afford, you might ask? The total price formula for any older car is: “Your total budget minus the approximate cost of all the car’s basic needs.” This means you’ll need to go home and research parts prices, tires, and other relevant costs, and then determine how much money you have left. If a seller wants $3,000 for a 300 D and to make it a usable car you will need to allocate $1,500 for service items, brake parts, and repairs to make it roadworthy, then it’s a $1,500 car. To make this formula work, you must value your labor at $0. Your time and developing skill set are the capital that make the whole thing work.
If you’re unwilling or unable to get your hands dirty, then enjoy your monthly car payment. Labor is the single most expensive barrier to turning an old car into a daily driver. Don’t expect others to do the work for you. You have to do it yourself. That means figuring things out even if you have no clue. It involves facing your laziness and lack of self-confidence.
Once you have persuaded the seller to admit they won’t get their sky-high asking price, take your
car home and drive it more, if possible. If not, figure out what it needs to run. Does it need a battery? An electric fuel pump? Does the engine have compression? Watching some YouTube channels, like Visegrip Garage, where they revive completely dead, abandoned vehicles, can give you an idea of where to start if you have a dead car.
Perform an inventory of the car’s systems, beginning with reliability and safety features.
Under the Category of Reliability, Place the Following Items:
• ENGINE LUBRICATION: Engine oil, major oil leaks, oil cooling, and the oil pan. Most engines fail due to lack of lubrication because no one pays attention to this system.
• ENGINE COOLING: Inspect your hoses, water pump, belts, and radiator. Replace your coolant and thermostat. If the system is dirty, flush it using Thermocure or citric acid.
• FUEL DELIVERY: Is the fuel tank rusty or dirty? This is the number one reason why old cars develop problems soon after being put back on the road. Is the fuel pump leaking or worn out? Are the fuel hoses about to fail? If you have an older Mercedes with CIS, do the fuel accumulator and injectors leak down?
• IGNITION SYSTEM: Are the spark plugs old and fouled? This is the number one reason for a poor idle on a gasoline engine. If the car has points, are they working? Are the plug wires deteriorating? On a diesel, is the pre-glow system working?
• VALVES AND TIMING CHAIN: Is the timing chain loose or worn? This can cause serious damage to a Mercedes-Benz gasoline V-8 engine. Have the valves been adjusted? This is a maintenance task you should plan for on an older diesel.
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This 1981 300 TD had rusty floor pans and needed a used engine, a rear spring conversion, and some seat covers. While most people would look at a tired old S 123 wagon like this with disdain, these cars are wonderful for those who have the time and aptitude on a limited budget.
Under the Category of Safety, Place the Following Items:
• BRAKES: Are the brake calipers stuck? Are the pads or rotors worn out? Are the brake hoses old and brittle?
• SUSPENSION: Are the ball joints and rubber bushings worn, and do they lead to any handling problems?
• STEERING: Is the steering coupler worn? This is a common issue on the R 107, W 116, and older models. Are the tie rods worn, causing steering inaccuracies?
• ELECTRICAL SYSTEM: Do the essential electrical components, like lights, wipers, signals, and horn, function properly?
• TIRES: Old tires are the leading cause of accidents. Never drive fast with worn-out tires.
Once you review this list and inventory everything needed for each group the car requires, you can start ordering parts. Many websites sell parts for your classic Mercedes-Benz. Examples include RM European, FCP Euro, or AutohausAZ. You can also purchase parts from your local Mercedes-Benz dealer’s online parts store, such as MBppartsdepot.com (Mercedes-Benz of Coral Gables) or MBpartsstore. com (Mercedes-Benz of Draper, Utah). This way, you can obtain high-quality Mercedes-Benz parts without having to visit a dealership.
It doesn’t hurt to learn the Mercedes-Benz parts catalog either. Experienced Mercedes-Benz experts order parts by part number, not by description. Once I learned how to do this, it made my life much easier.
Before you begin, gather tools and manuals. Harbor Freight is a good place to buy tools; their tools are inexpensive and fairly durable. For manuals, there are many excellent options on eBay. Hopefully, MBCA will someday offer an online archive of Mercedes-Benz technical literature.
Some Words of Encouragement, Because You Will Need Them
1. Don’t give up when faced with an unsolvable problem. Make a list of all involved components and figure out how they connect, so you can test the entire system as a whole instead of swapping parts in and out.
2. When you feel the most confused or challenged, that’s when you learn the most. It’s important that you push through the hardest part of each job.
3. Ask for help, preferably from someone other than me.
4. Assess where your weaknesses are. If you have trouble with electrical diagnosis, spend time studying it to get better. This applies to any system in your vehicle.
5. Trust your gut instead of rushing to swap parts. Use logic and reasoning as your tools to solve tough problems on your Mercedes-Benz.
Good luck. The harder path always yields the greatest adventure.
BUYER’S GUIDE 1
W 126 S-Class (1979-1991)
story
Marc Christiansen
photographs
René Staud
History and Background
Presented at the Frankfurt Auto Show in September 1979 as the “new S-Class” — since the very first Mercedes-Benz to be called S-Class was the predecessor, the W 116 (1972-1980). However, it was a long journey for the W 126 until then: the pre-development phase had already begun in 1971, just when the first S-Class was ready to hit the market. During this two-phase development, the first oil crisis occurred in Europe, and gasoline supplies in the U.S. were limited. In Europe, private car use was even banned on some Sundays, and the first speed limits were introduced on Germany’s famous Autobahn.
From then on, gas consumption became a top priority when developing new automobiles. The legendary 450 SEL 6.9 was delayed for two years due to the oil crisis (as was the first Porsche Turbo). You should know that people in the early 1970s believed peak oil would occur around the year 2000. However, at Daimler-Benz, they undoubtedly believed in large luxury sedans, recognizing that aerodynamics and weight savings would be crucial to the success of a new S-Class.
Using high-strength steel for the main frame and roof pillars, along with lighter alloys and increased plastic materials, they achieved significant weight reductions compared to the W 116. The body-inwhite of the W 116 was partly developed using IBM computers, making electronic systems even more influential in the development of the W 126. They employed a very simple CAD-like program to design the body.
The design was established in 1976, and final development was further refined. Regarding the design, the W 126 was the second model, following the W 123, led by Bruno Sacco, who was the Design Chief succeeding Friedrich Geiger. Also on the team since the late 1960s was a younger man named Peter Pfeiffer.
Production started in January 1980 for European markets. Initially, it was only available as the “SE” short-wheelbase variant, quickly followed by the “SEL” long-wheelbase models. The 126 was the first series, where the “W” indicates SWB and the “V” signifies the 14 centimeters (5.5 inches) longer LWB models. “C 126” refers to the two-door luxury coupe version, also known as the SEC (in German: S-Klasse Einspritzer Coupe). The new coupe was debuted at the Frankfurt Auto Show in September 1981 — finally, the big luxury coupe was once again based on the S-Class sedan, rather than evolving from the shorter SL roadster like its predecessor, the SLC.
The S-Class 126 series was and remains the most successful luxury car ever produced, by any manufacturer, with a total of 892,123 units (of which 74,000 were coupes). Nowadays, an unbeatable success, it is worth noting that from the mid-1980s, intense competition began to emerge at dealerships — the BMW 7 Series (E32), Audi V-8s, and the first Lexus LS 400, among others.
Looking at the production figures, the 280 SE was the most successful overall with 134,000 units produced, followed by the 300 SE with 105,000 units, the 300 SD Turbodiesel with 79,000 units, and the flagship model 560 SEL with 75,000 units total. In Germany, Mercedes-Benz even created a print advertisement to thank its customers and apologize for ending production, while also announcing the upcoming availability of the new S-Class W 140. The late Bruno Sacco once stated that the C 126 was probably his best design of all and most loved by him (followed by the W 201 “Baby Benz” and the R 129 SL-Class).
Tech
The W 126 was meticulously engineered down to its last metal pore. Many engineering breakthroughs were introduced in a series production car. For example, a driver’s side airbag, available alongside a passenger seat belt tensioner (starting in December 1980 in the German market). (Yes, GM conducted a field test in 1973/74 with an ACRS system in the U.S., but that does not count here.) For the U.S. market, the driver’s side airbag on a W 126 became standard beginning with the 1985 model year. Additionally, and for the first time in a MercedesBenz, electrically adjustable front seats with a seatshaped switch in the front door were available. In Europe, they introduced a trip computer in 1984 as a special order — nowadays a rare sight, it was named
OppOSITE
The timeless lines of the C 126 560 SEC Coupe.
RIGhT
European spec with the soft halogen glow of the headlights.
“Reiserechner” and outlines the futuristic approach of Daimler-Benz at that time. Also, from 1984 on, for the SEL models, there was a coupe seating layout with only two individual rear seats available as a special order — also pretty rare.
An electrically adjustable steering column and an electric sunshade for the rear window were introduced with the facelift models (MY1986) as a special option.
The air-conditioning system remains one of a kind today, allowing you to enjoy a cool cabin in the summer months without having to breathe outdoor air if you prefer not to. Especially in winter, it was a major comfort win that the front doors were internally vented and heated — a positive effect was that the outer shoulder and neck never feel the touch of cold air from the side window. Simple but effective; pure engineering.
Engines
There were straight-six-cylinder and full-aluminum V-8 engines available. The diesel engine option was introduced in September 1981 exclusively for the North American market. As research and development resources had been heavily dedicated to the rotary engine, the development of new piston engines, including the next generation of inline-six engines, was delayed. As a result, the first new six-cylinder engine in decades for Mercedes-Benz was not introduced until 1984 in the W 124 models, according to the provided text. The first alloy V-8s were the 380 and 500 models.
Beginning with the facelift in late 1985, the new 260 and 300 straight-six engines were introduced
in the S-Class. The international automotive press called them “the best BMW engines made by Mercedes,” which was a high compliment. The alloy V-8s received increased cubic inches and were then called the 420, 500, and even a 560 variants. Never available in the U.S. was the special order (Code 822) 560 SEL with 300 hp (220 kilowatt) to match the V12-powered 750iL from the Bavarians. Those were the days when it was always a strong, but fair, competition with the frenemies from Munich.
First, they used the well-known K-Jetronic from Bosch as the fuel injection system, which was replaced by the facelift models that featured the new KE-Jetronic (an electronically enhanced version of K-Jetronic) — frequently called CIS in the U.S. However, there are significant differences between these systems. There was even a plan to introduce a four-cylinder turbocharged gasoline model with the facelift as a U.S.-exclusive, boasting an MPG rating in the high twenties — imagine that. In the end, the new M103 six-cylinder models and the new turbodiesels served as “gas savers” in the luxury segment.
Interior
With the W 126, Bruno Sacco also brought some Italian chic into the Teutonic design, he once said. And yes, the W 126 looks much more harmonic in the cabin compared to its predecessor. The dash was always dominated by a lot of real wood, whether it was African Zebrano wood (as standard) or the more exclusive burled walnut wood. Every switch and knob was placed so well that you will never have trouble using them. The spaciousness of the cabin was improved compared to the W 116, but nowadays, the rear seat space on the SWB models might feel smaller than those of more modern S-Class cars.
You still get a hint of the 1970s safety vehicle vibe with the large padded door trims. Wellcushioned seats (if not broken or damaged) and an excellent view of every outside corner from the driver’s seat give you an impression of how deep the development was going in Sindelfingen back in those days. Even without designo or MANUFAKTUR upgrades, there were eight colors available for the cabin and seat trim — almost unheard of today.
Facelift
In late 1985, at the Frankfurt Auto Show, the entire S-Class received a major yet subtle update. The facelift introduced new engines, new technological features, and further refined many details. The flagship model, the 560 SEL, was initially planned to be called the “500 SEL 5.6,” aligning with the earlier
LEfT W 126 sedan interior. A wonderful cocoon of luxury.
OppOSITE (TOp)
The three-pointed star, an evolution that is nearly integrated into the chrome grille but still stands tall and proud, aerodynamically.
OppOSITE (BOTTOM)
Aerodynamic mirrors, part of the streamlined design of the W 126.
popular “6.9” and “6.3” models. It’s not entirely clear why they made the last-minute change; perhaps someone on the executive board preferred having a larger number on the left side rather than on the right side of the rear lid.
Additionally, due to fierce competition, especially from the new BMW 7-series, MercedesBenz constantly refined the facelift models to achieve perfection. In late 1988, they added more damping materials to reduce road noise inside the cabin and redesigned the leather upholstery with softer leather and attractive door trims. In 1989 and 1990, they made numerous small improvements to stay competitive. Therefore, one can say that the best cars are MY 1990 and 1991.
A Modern Perspective
This S-Class was on the market the longest, developed in the 1970s for the 1980s and 1990s. It still feels “fresh” today and is far from feeling like an old car (if maintained well and correctly). It also has two hearts and souls in its metal body: the old Daimler-Benz spirit, a timeless design language, and a build quality never matched again. Think of it as a time capsule from the 1980s that will never fade.
Checkpoints
• Inspect the body for rust, especially at the rear connections of the front axle to the body, jack openings in the side skirts, the lower rear window frame, and all areas where the side panels connect to the body.
• Gasoline models might have issues with the Bosch Fuel Injection that require familiarity.
• You may need to replace several of the rubber items, bearings, joints, etc., to achieve the outstanding drive experience that this gem had when new.
• The S 350 turbodiesels may not always be reliable, although they are rarer; fewer than 4,000 were produced.
Reasons to Buy
• State-of-the-art safety features for its time.
• Exquisite presence on the road.
• Feels bulletproof.
• Mechanical components are reliable and have withstood the test of time.
• Electrical components have proven their durability.
• High and outstanding build quality.
• Designed by Bruno Sacco.
• Most owners have the ability to work on many of the systems themselves.
Reasons Not to Buy
• Obtaining replacement parts from Classic Center may be challenging in the future.
• The cost of service can be high due to the availability of knowledgeable mechanics.
• Higher fuel consumption on the V-8 models.
• Potential weakening of spare parts availability from Mercedes-Benz.
Serpentine Belt Tensioner Replacement
Gary Edwards
Mercedes-Benz Archives
Gary Edwards is a past president of the Peachtree Chapter and a retired submarine captain. He chairs the Concours Committee. He owns many Mercedes-Benz vehicles, which he maintains himself.
Illustration of tensioner adjustment.
I recently had to replace the serpentine belt tensioner on my 1992 300 CE-24 Coupe (W 124 chassis), and I didn’t realize how little I understood about these parts until I actually held one in my hand — I have quite a few cars with this tensioner! The factory workshop manual (WSM) calls this a “version 1 with external damper” (from WSM 13-3200 Removing and Installing Tensioning Device). It was used through around 1994 on many engines, including the M103, M104, and M119. My issue was a belt squeal that I couldn’t make go away even with a tensioner adjustment, complicated by a missing pointer was supposed to help set the right tension. I drove all the way home from Ft Lauderdale with almost no belt tension, and it’s amazing the car kept going.
These tensioners are adjusted by turning a nut on the end of a long rod that is connected to a lever, which sets the position of the fixed part of the tensioner. The mounting bolt of the tensioner passes through its center and, when tightened, the fixed part of the tensioner is locked into position against the front of the engine case. The inner fixed portion of the tensioner is bonded with a rubber-like material to the outer (moving) portion which is attached to the arm with the tension roller. As you tighten the nut on the tensioning rod, the lever rotates the fixed portion which in turn rotates the arm with the tension roller to tighten the belt. It is essential to loosen the center bolt before attempting an adjustment; otherwise, the threads on the adjusting rod will strip — it’s common to find this rod stripped from previous owners not following this procedure when adjusting belt tension. The rod is reverse threaded, so to tighten the belt tension, you turn it to the right, which lengthens the rod, pushes the lever down, and rotates the tensioning roller counterclockwise
Turn nut clockwise to tighten (righty tighty)
Lengthens reverse threaded rod
Inner (fixed) part bolted to engine case
Rotates tensioning pulley to tighten belt
Replacing the tensioner is somewhat involved because you need to remove the fan pulley, water pump pulley, and power steering pump pulley to gain access. This requires first taking off the fan shroud and the fan itself. A fan removal tool is helpful since you have to hold the fan pulley in place to take the fan off. Naturally, you also need to remove the V-belt. Always keep a belt routing diagram handy when removing a serpentine belt from these vehicles, or draw your own — it’s too easy to put the belt back incorrectly, which can lead to problems. Ask me how I know.
Once these are all off, you can unbolt the damper and finally remove the tensioner mounting bracket. I had to order a new plastic pointer since mine was broken; it’s best to do this when replacing the tensioner because the labor for installing the pointer is almost the same as for replacing the tensioner. This is also a good time to replace the damper. I had to chase the threads for the top bracket bolt with a tap since they are threaded into an aluminum case, and the threads are a bit delicate.
Exploded view of type one tensioner, note the arrow on the bolt that requires sealing compound.
I found installing the new tensioner challenging because I felt like I needed three hands to get the rod threaded into its nut while supporting the tensioner and keeping the plastic pointer in position. After you finally get the rod started into its nut and the center bolt in place, you should adjust the tensioner to the fully loose position in preparation for refitting the belt. I didn’t do this until I was putting the belt back on, and it’s harder to do when everything is fully assembled. When reattaching the tensioner bracket, note that one bolt needs sealant because it goes through an oil passage and will leak without it (the one with the arrow in the picture).
I underestimated how difficult this job would be. It’s only somewhat challenging, but I thought it would be easy. I was wrong, but I still finished it and learned a lot in the process.
Arrow points to the pointer adjusted for correct tension (note that the hose clamp is not a correct Mercedes-Benz hose clamp).
BUYER’S GUIDE 2
W 198 300 SL
story
(1954–1957, Gullwing) (1957–1963, Roadster)
photographs René Staud
Any Mercedes-Benz enthusiast will instantly recognize the iconic gullwing doors that define the original Sport Leicht (light) supercar. In simple terms, the Mercedes-Benz 300 SL coupe and roadster are some of the most legendary Mercedes-Benz models ever made. Considered the world’s first supercar, it’s a celebrity, or perhaps a rolling work of art. No matter how you describe this revolutionary streamlined masterpiece, it’s clear that the 300 SL has always carried a reputation of prestige and confidence wherever it goes.
Star Editorial Team
History and Background
By the end of World War II, Mercedes-Benz was left with its factories in ruins. The marque’s main factory in Stuttgart was 70% destroyed, while the body assembly in Sindelfingen was 85% destroyed. A 1945 Board of Directors meeting concluded that “Daimler-Benz has ceased to exist.” Despite the disaster, Mercedes-Benz teams began clearing the rubble and sifting for surviving machinery and equipment. By 1946, the marque was once again building vehicles. Starting in 1951, Mercedes-Benz introduced the 300 series of luxury sedans, cabriolets, coupes, and roadsters. These vehicles quickly gained popularity among notable figures such as Bing Crosby, Gary Cooper, the King of Jordan, and many others. The 300 series restored and strengthened Mercedes-Benz. Furthermore, in 1951, internal discussions and board meetings at Daimler-Benz concluded that Mercedes-Benz should return to racing. On June 15, 1951, two prominent executives, Alfred Neubauer and Rudolf Uhlenhaut, both from the former Mercedes-Benz racing division, were invited to a board meeting to share their views on Mercedes-Benz race cars.
A Supercar is Born
After much thought, it was decided that the fastest way to get back to racing was by adapting components from the 300 series to a special sports car with a lightweight body and chassis. In 1952, the 300 SL race car was created. Friedrich Geiger designed the body of the 300 SL. It was sleek, aerodynamic, and had a long hood with a gradually tapering roofline. Designed to be as lightweight as possible, this car utilized the M186 engine from the 300 series, but it had been heavily modified before being used in the race car. The 300 SL has a chassis made of tubular steel welded together in a space-frame form.
One of the main issues engineers faced was due to the weight and size of the M186 3.0 L inline-six cylinder; therefore, it was centered 50 degrees to the left to fit under the sleek hood of the race car. Engineers also encountered structural challenges related to the space-frame tubular chassis of the vehicle. The sides of the frame had to be heavily reinforced, which ultimately resulted in a very high and wide door sill. This chassis design was not practical with conventional doors; therefore, the 300 SL received its iconic gullwing doors that we all love today. The 300 SL became a highly successful race car, winning events like the 24 Hours of Le Mans.
300 SLR Race Car
It was decided that the initial 300 SL race car would stop racing in 1952, after work began on a new formula race car. Due to 1954 Formula rules, Daimler-Benz’s initial plan was no longer possible. To achieve the 250 BHP or more desired, they outfitted a straight-eight-cylinder engine to a 300SL dubbed the 300 SLR. Only nine cars were built.
Enter Max Hoffman
As its success grew, so did demand for the 300 SL. The racing triumph of the 300 SL sparked the interest of Max Hoffman, who was appointed distributor for Mercedes-Benz in the United States. In 1953, Hoffman attended a Daimler-Benz board meeting and expressed interest in a production version of the 300 SL. His request was turned down because the vehicle was originally meant solely to bring Mercedes-Benz back into racing. After extensive negotiations, Hoffman placed orders for 500 Mercedes-Benz 300 SL Gullwings, with the condition that Mercedes-Benz engineers address the flaws of the race car. Additionally, Hoffman proposed that Mercedes-Benz develop a smaller roadster based on the W 120 sedan, which arrived later as the 190 SL.
Daimler-Benz identified flaws in the 300 SL race car and improved the production versions of the 300 SL. They introduced direct fuel injection, which proved to be more reliable and powerful than the carbureted variants. The race car also had service issues; for example, spark plugs were very difficult to replace because of their location on the left side of the cast iron block. To fix this, the cylinder heads were redesigned to incorporate the spark plugs for easier access. Larger valves were installed to increase power, especially when
OppOSITE
An iconic bird’s eye view. The 300 SL.
RIGhT
Rear quarter view of an early 300 SL Coupe.
combined with the fuel injection. The M198 3.0 L straight-six maintained its 50-degree center angle, but a forced air induction pipe was added on top of the engine to improve airflow. This change also helped optimize the exhaust routing by relocating it under the intake manifold instead of wrapping around the space frame.
World’s First Production Supercar
Drivers of the race car complained of excessive heat and noise in the passenger compartment as hot air passed through the drive line tunnel beneath the car. This issue was fixed with two horizontal side vents. Fuel tank capacity was reduced from a large 45 gallons to a still sizable 34 gallons. One spare tire was removed from the trunk, increasing cargo space. The exterior underwent subtle updates, including a refreshed grille with two vertical slats, reworked fender arches, side vents as previously noted, and larger 15- and 16-inch wheels.
This iconic star debuted in February 1954 at New York City’s International Motor Sports Show. When first released, the W198 300 SL took the world by storm. The 300 SL and 190 SL duo was an impressive sight. The highly anticipated 300 SL Gullwing could be purchased for a staggering price of $6,800 USD before options. If that was too high for a prospective SL owner, the 190 SL was available for a more appealing, yet still premium, $4,000 USD. Several reasons justified the 300 SL’s high price. The 300 SL was a limited-production road car designed for racing; therefore, many racing technologies were incorporated into the production model. No two cars were identical. The first 29,300 SL Gullwings featured all-aluminum body panels, but this was later replaced with a steel body with aluminum doors, hood, and trunk lid. The car has a very balanced center of gravity, nearly in the middle of the vehicle. The 300 SL featured precise recirculating ball steering, independent suspension, dry-sump lubrication, and, in later models, disc brakes.
300 SL Interior
The interior of the 300 SL gullwing is a wonderful place to be. Despite the challenging entry and exit, the dashboard and steering wheel form a very appealing combination. You are cocooned in bucket seats, with a great view over the long hood. You are welcomed by an array of gauges that provide the driver with information and confidence. The rearview mirror is mounted on the dashboard. To make it easier to get in and out, the steering wheel of the
300 SL can fold 90 degrees toward the dashboard. One flaw of the Gullwing door design was that the windows became fixed and could not be opened. The storage space in the coupe is limited to a parcel shelf behind the passengers, since the spare tire sits in the trunk. 1,400 Gullwings were made, and the final coupes sold for $8,905 USD.
Roadster Introduction
In 1957, Mercedes-Benz introduced the 300 SL roadster. The new model featured a subtle redesign of the front fascia, replaced gullwing doors with conventional hinges, and included a practical storage space for long trips. The suspension was adjusted to reduce roll stiffness, leading to improved handling. Additionally, the roadster’s door sill was lowered by 50%, making it easier to get in and out. As the car advanced, it also became heavier and more expensive. The 300 SL roadster now weighed 200 pounds, an increase of 200 pounds. Its price rose to $10,970 USD, and a total of 10,970 units were produced before the model was discontinued in 1964.
BOTTOM Bird’s eye view of the stunning 300 SL roadster.
Reasons to Buy
• One of the most iconic Mercedes-Benz models ever; you are not only buying a car but a significant piece of history as well.
• The 300 SL powerplants are very reliable.
• Guaranteed showstopper.
• Gullwing Group International is an excellent resource and support system for 300 SL owners.
Reasons Not to Buy
• High costs, including restoration and parts when needed.
• Inadequate ventilation in the cabin of the 300 SL and fixed windows on the Gullwing doors.
• Owners may be hesitant to drive and enjoy their cars due to concerns about their value and the associated insurance costs.
• The rear swing-axle on Gullwing coupes tends to break loose and oversteer.
Checkpoints
• Have a 300 SL specialist thoroughly inspect for previous body damage, frame damage, or engine damage.
• Engine corrosion can occur when the proper anti-freeze or coolant is not used.
• Ethanol can harm older fuel injection systems and rubber parts.
• Glycol-based brake fluid should be replaced every two years because glycol absorbs water, which can cause corrosion in braking components.
BOTTOM
Timeless lines.
story
photographs
Broad Arrow, RM Sotheby’s, Gooding & Company, Mecum MARKET REPORT
Ben Everest, The MB Market
Each year, nearly 100,000 enthusiasts descend upon Monterey, California, for Monterey Car Week — the ultimate collector car event, encompassing a myriad of automotive spectacles. The Star has assigned me the task of preparing a special anticipatory market report, focusing on the upcoming Monterey auctions and, specifically, the Mercedes-Benz cars that will be crossing the auction blocks throughout the week.
During Monterey Car Week four auction houses will offer many lots (Broad Arrow, RM Sotheby’s, Gooding & Co, and Mecum) and are set to feature 66 Mercedes-Benz in total. As I write this, the catalogs are finalized, and an interesting trend has emerged: the 300 SL Roadster is the most prevalent model, with eight examples available. The W 113 Pagoda is a close second with seven examples, indicating that going topless is in vogue again as long as it’s in a stylish Mercedes-Benz roadster.
BROAD ARROW
Broad Arrow stands out in the physical auction scene with its innovative yet thoughtful variety of Mercedes-Benz. As expected, their offerings include classic models like the 300 SL Gullwing, 300 SL Roadster, and Pagoda. However, Broad Arrow sets itself apart by focusing on youngtimer and modern classic groups, featuring a 2001 G 320 Cabriolet, a 1997 G 36 AMG two-door, and a 1999 E 55 AMG with just 1,012 miles. We are particularly enthusiastic about the growing collectibility of these cars. The estimated sale prices range from $75,000 to $100,000, which we believe is a fair assessment and would likely be higher if the cars had more unique color combinations. We fully plan to be present at Broad Arrow’s auction this year.
2001 Mercedes-Benz G 320 Cabriolet
1999 Mercedes-Benz E 55 AMG
1955 Mercedes-Benz 300 SL Gullwing Coupe
RM SOTHEBY’S
RM Sotheby’s, known for its traditional approach, consistently presents exceptional vehicles for auction. In 2025, they will feature 16 Mercedes-Benz models, including 11 convertibles and three 300 SL Roadsters, which are expected to command significant attention. The auction’s highlights include a red 1935 500 K, a "Best of Show" winner at Pebble Beach in 1982, and a Malachite Green 560 SEC 6.0 AMG Widebody. While both cars are impressive in their own right, I will closely observe their sales as indicators of the market's trajectory and potential for seven-figure sales in the youngtimer segment.
GOODING & COMPANY
Gooding & Company’s upcoming auction boasts an impressive lineup of 17 Mercedes-Benz vehicles, spanning various eras and colors. Included are two 300 SL Roadsters, several SLR McLarens, a black 560 SEC 6.0 AMG Widebody, a 450 SEL 6.9, and a rare English Red (504) 450 SL that could be a sleeper hit.
The black-over-red Mercedes-Benz SLR McLaren is one of the cleanest examples encountered, boasting a complete service history. Along with the C 126 widebody coupe and the 450 SL, this auction offers something for every enthusiast, and winning bidders will likely be pleased with their choices.
1962 Mercedes-Benz 300 SL Roadster
1991 Mercedes-Benz 560 SEC 6.0 AMG ‘Wide-Body’
1935 Mercedes-Benz 500 K Special Roadster by Sindelfingen
2006 Mercedes-Benz SLR McLaren
Mercedes-Benz 450 SL
Mercedes-Benz AMG 560
6.0 ‘Wide-Body’
Last but certainly not least, and arguably one of the more tenured groups, is Mecum Auctions. While many of us associate them with muscle cars and various Americana, they always host a strong auction in Monterey. This year’s catalog features 14 Mercedes-Benz vehicles, including highlights such as a couple of 300 SLs (yes, one is a roadster), a Horizon Blue 1970 280 SL, and a striking Anthracite over Ivory 190 SL. This might be one of the auctions we won’t get to see in person, but if any of you are there, be sure to watch these cars.
The Monterey Car Week auctions are truly the equivalent of Fashion Week in Paris for the automotive world, and they reliably set the tone for the collector car market every year. This highly anticipated event draws enthusiasts, collectors, and industry insiders from around the globe, all eager to witness the incredible array of vehicles crossing the auction blocks. While the sale figures are often staggering and the cars themselves are undeniably mesmerizing, the auctions offer much more than just a spectacle of wealth. They offer a chance to be part of the action. To all our dedicated enthusiasts traveling to Monterey for the week, we extend our warmest wishes for safe travels and
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
CANDIDATE STATEMENTS
candidate
Shwan Ardalani
Mercedes-Benz has been an important part of my life since the moment I was born. More than a brand, to me, it is a legacy, a fusion of tradition and passion that I have always cherished. With that affection at heart, I am seeking the opportunity to serve as Director at Large for the Mercedes-Benz Club of America.
My academic training, along with my practical experience, prepares me for this position. I hold a bachelor’s and master’s degree in Business Administration and I currently serve as a business professor in an institution of higher education. My background has equipped me with a strong sense of leadership, strategic planning and organizational skills — essential abilities that support the growth and sustainability of this great club.
My character strengths include dedication, dependability, clear communication, and a collaborative mindset. I take pride in being approachable, reliable, and driven by a genuine love for the Mercedes-Benz community and a desire to strengthen it. I understand the value of preserving the brand’s heritage while engaging a new generation of enthusiasts.
As Director at Large, I will work to ensure that every member feels included, heard, and valued. I aim to help strengthen our club’s presence, foster deeper connections among chapters, and encourage innovative events and outreach strategies.
Thank you for your consideration and support.
candidate
Arya Kani
For over 15 years, I’ve been part of the Mercedes-Benz world — both as a passionate enthusiast and as a professional within the brand. I’ve proudly owned and restored classics like the 300 SEL 6.3, 280 SLC, CLK 320 Convertible, and 250 C. I’ve also been a dedicated MBCA member for 11 years, named Seattle Section Member of the Year in 2023 for leading social media outreach and strengthening community ties.
My experience goes beyond ownership — as a trained automotive designer, I’ve worked at Mercedes-Benz headquarters in Sindelfingen, helping shape the future of the brand through strategic decisions in design, product, and portfolio planning. That perspective gives me both a deep respect for the marque’s heritage and a clear view of where it’s headed. I’ve also spent over a decade working closely with Mercedes-Benz Clubs International, most notably MBCA, and understand the scope and potential of its community.
Through years of involvement, I’ve also witnessed the real challenges our club faces — staying relevant to younger and more diverse enthusiasts while evolving in step with Mercedes-Benz as a brand.
If elected, I aim to contribute in four key ways. Outreach: creating stronger engagement and attracting new generations of members, strengthening paths of communication and connection. Brand Visibility: enhancing how MBCA presents itself inside and outside the Mercedes-Benz world. Strategic Roadmap: shaping a clear, long-term path rooted in future-casting, partnerships, and innovation. Club Relevance: preserving our heritage as one of the most prominent car clubs in America and globally while actively building a vibrant future.
With a global perspective, deep brand insight, and real club experience, I’d be honored to help guide MBCA into its next era.
candidate Jim Roberts
I am honored to be considered for another term as Director at Large. In addition to previous terms of three years as R.D. and seven as D.A.L., I’ve worked to advance MBCA’s mission through impactful events and meaningful member engagement.
Since co-founding the Alabama Section in 2005 and serving as President until 2013, I’ve remained deeply committed to MBCA. I reopened the MBUSI factory for tours in 2006, began the Heimatfest regional event in 2008 (now held ten times), and launched long-distance drives with factory tours in 2021 and 2022. I currently lead VIP tours at MBUSI and am organizing a national StarFest®-style event for June 2026.
Nationally, I’ve served as MBCA Secretary (2017–2018, 2024–2025) and co-chaired major events, including the largest-ever StarFest® (2018) and StarTech (2013). I also led StarTrek to StarFest® 2010 and a 2019 New England regional event, coordinated MBCA presence at Legends of the Autobahn, and organized evening events at Amelia Island since 2014.
Membership growth and retention remain pressing issues, and I have developed and tested proven strategies to address these challenges effectively.
I contribute to MBCA education as co-founder of Safe Drivers–Safe Families and co-author of its manual. As Chair of the Performance Driving Committee (2022–2023), I continue to stage and instruct at events. From EQ Experience tour training guides (2023) to writing Alabama newsletters (2005–2018), I bring consistent energy and deep commitment to our club.
With your support, I will continue to drive MBCA forward through outstanding events, a strong community, and a shared passion for the Mercedes-Benz legacy.
candidate Stephen Kovach
As a candidate for the Board of Directors at Large, my 33 years leading an investment and wealth management firm, fueled by my passion for this iconic brand, establish me as a strong contender to enhance the MecedesBenz Club of America. I’ve built a thriving business by directing teams, expanding operations, and solving complex challenges with precision.
If elected, I offer, at minimum, three strengths. Management and Operations: My decades of steering a team have delivered expertise in running operations. I’ll contribute management insight to help grow MBCA. Decision-Making: My ability to make logical decisions has driven every aspect of my firm’s growth, particularly evident in our financial success. I’ll contribute to MBCA’s ongoing commitment by sharing my expertise to advance our shared goals. Education Advocacy: I’ve spent years educating clients and employees on complex financial strategies, making intricate concepts clear and actionable. I’ll support the Educational Foundation’s mission to share Mercedes-Benz’s heritage—including goals like teen driving education—with that same clarity and commitment.
My respect for Mercedes-Benz reflects its unmatched craftsmanship, a standard I uphold in all aspects of life. My educational background, which includes a BA and MA in Government and Economics from Harvard, an Advanced Undergraduate degree in Historical Research from Oxford, and Executive Education in International Finance at Harvard Law School, combined with my business experience, makes me a strong candidate to serve you. I’m committed to helping MBCA thrive, blending innovation with our cherished traditions to keep this club rolling strong.
candidate Jeff Lavery
As an enthusiast who has owned multiple vehicles from most of the popular European marques, I have seen the evolution of each brand’s respective enthusiast base change dramatically over the years. Growing up with Mercedes-Benz products in the family, I came to realize that few companies pride themselves on durability, performance, and prestige quite the way Mercedes-Benz does; put simply, I understand why it is essential that the brand’s evangelists understand this history while looking to build the bench of enthusiasts for the future.
My perspective is shaped heavily by growing up in an analog world while coming of age in a heavily digitized environment. As a business owner who runs both a traditional public affairs agency and is also the founder of a company that digitizes automotive records, I understand growing the Mercedes-Benz brand requires appealing to both the past and future of the fan base. If I am chosen for this role, I will be able to balance the importance of preserving lineage while also appealing to a demographic that was born well after the birth of the internet.
From a vehicle standpoint, Mercedes-Benz products of various eras sit atop the leader board of my small fleet in terms of sheer quantity; I currently own a 1992 500 E, a 2002 G 00, and a 2002 E 55; my pride-and-joy is a 1986 190 E 2.3-16 Cosworth that I have restored over the last six years after discovering it rotting in a Pennsylvania wrecking yard.
I am active in various boards, including my children’s school in Severna Park, MD, and understand the obligations such a role entails. I reside in Arnold, MD with my wife and three children and am a native of Poughkeepsie, NY.
candidate
Drew Webb
MBCA is at a critical juncture now. We need members, marketing, and unconventional thinking different from the past to move us forward and, indeed, to help us survive as a club. Solid business practices, creative thinking, open mindedness, all combined with a bottom-line focus; these are what will make MBCA prosper and grow again.
To get there, we need the involvement of all our members, not just the Board, although the Board plays a key part in the formula. We need a Board that will reach out to the chapters, which are the foundation of the club, support and inspire chapter leaders, and at the same time build new things that can attract new members. We also need a board that will reach out to the other Mercedes-Benz interest groups and broaden our appeal to non-member enthusiasts who are interested and/or perhaps own Mercedes-Benz vehicles. We can do this through diverse activities that focus on technology, classic cars, performance driving/driving skills events, technical sessions and resources, and more. We must help all our club members enjoy all that the club has to offer, and make those offerings greater and better through innovation and new partnerships both inside and outside the club.
You can look at my background on the Internet, just Google me to see what I bring to the job in terms of marketing, technology, and business leadership experience, but those are only dry facts from the past. What I intend to do as a DAL is look for more new ideas, new ways to bring in more different groups and interests to the club, and to make each member, section, section officer, and Mercedes-Benz driver (and their families) thrilled that they own a Mercedes-Benz and are or can be part of our 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)
1972 280 SE 4.5. $19,000. ODO reads 27,000 miles, TMU. All mechanicals updated (over $6k): kingpins, repack wheel bearings, gaskets, fuel pump, fuel filter, three new calipers, brake pads, brake fluid reservoir, brake flush, power steering box, steering coupler, left rear brake line, valve covers, modulator valve. Runs well. 860.709.2120 rfeiner@feinerwolfson.com (CT)
1978 450 SL . $17,500. 139,000 miles. Anthracite/Bamboo. Well cared for original car I bought new in 6/78. Extensive service history with all receipts. Hard top and newer black soft top Euro headlights, Nardi steering wheel, new Pirelli tires on 16” BBS wheels (have all original parts). Everything works. 15k maintenance past five years. Hard top rack and car cover. 203.820.5685 s.meszkat@gmail.com (RI/CT)
1959 220 S. 61,000 miles. Four-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 a good home for this lovely vehicle. Inquire for more details and pricing. 612.417.1129 deutscheauto24@gmail.com (MN)
1973 280 SEL 4.5. $23,500. 136,000 miles. 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. AC system has also been fully rebuilt and accepts modern refrigerant. 775.691.3881 michaelstewarthd@aol.com (NV)
1980 300 SD. $16,000. 102,148 miles. Excellent example of W 116 300 SD, 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)
1969 280 S. Gold colored exterior, needing some body repair and paint. Black interior no rips in seats, wood trim refurbishable. Cranks and starts strong, needing a tune-up. Transmission good. 513.939.7771. johnarnold@fuse.net (OH)
1976 280 SLC. Euro-Spec. Automatic, power windows, power sunroof. Imported in the 80s in Seattle, locally kept. Silver over blue velour. Mechanically reliable and a true driver’s condition car. 425.435.7209 arya.kani@yahoo.com (WA)
1984 300 CD. $5,000. 157,000 miles. Car is used daily, mechanically sound. Body needs work due to rust. Sunroof, AC retrofit, automatic. All original paperwork. Second owner purchased in 1996. 973.632.1876 consulthemminger@gmail.com (NJ)
1985 380 SL. $13,500. 104,000 miles. Excellent condition, CA car, no rust, new timing chain/ gears, runs great, everything works, CO registered classic through 2029. 719.235.2203 wtivel@gmail.com (CO)
1987 560 SL . $29,650. 65,000 miles. AFTEL Appraisal judged condition as Very Good Plus, Blackstone current engine oil analysis report available. Original factory paint (blue-black metallic) throughout, Alpaca gray leather upholstery, 20 years of service records. Never driven in winter and always garaged. 703.361.7334 devnull2@earthlink.net (VA)
1991 560 SEC. $42,000. 97,200 miles. Black metallic with grey interior.AMG-look aftermarket wheels. Excellent condition. All service records are available.
773.316.7406 Studio1252@gmail.com (IN)
1985 300 TD Turbo Diesel. $15,000. 110,000 miles. Petrol Green with tan interior. Low miles for diesel. Third row seat. Starts and runs very smoothly. Has had rust repair-some rust still visible on bottom of doors. Much appears to be original so some work is needed. Text your interest and I will call you back.
574.320.2376 cpa4iu@gmail.com (IN)
1986 560 SL . $35,900. Arctic White, red leather, black soft top. Original paint; rust-free. Fully sorted: new tires and fuel pumps. AC, steering, transmission, and brakes serviced. First aid kit, tools, and service records. Just out of longterm ownership of 15 years. Previously owned by bestselling author Agusten Burroghs. 717.406.8015 larryt543@yahoo.com (NY)
1991 350 SD. $10,950. 242,000 miles. Arctic 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)
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)
1987 560 SL . $29,999. Price lowered. 86,360 mi. 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 reason for sale.
603.762.3833 slinger1@hotmail.com (NH)
1995 E 320 Cabriolet. $19,000. 54,564 mi. All original white/beige interior. Everything works, no rust. Runs great! (650) 455-7800 ray@rklein.com (CA)
2004 SL 600. $29,850. 37,136 miles. Excellent condition! Along with maintenance history, paired by a 5.5 l V-12 twin turbo engine delivering 493 hp 590 lb-ft torque. Features premium, Bose audio, navigation, adaptive suspension. Meticulously maintained.
562.254.0989 wmowen1@sbcglobal.net (AZ)
2020 S 560. $58,950. 25,000 miles. Ruby Black metallic/design 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, and records. Pristine, $142,500 MSRP. 770.883.9115 ncohen@mindspring.com (GA)
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 an accident in 1997 but inspection did not find evidence of structural damage. Looks and runs good. Make offer. 904.228.1087 LPNewbourne@hotmail.com (TN)
2005 CLK 320 Cabriolet . 13,097 miles. $30,000. In new condition, never exposed to any moisture, always garaged with dust cover, except when driver ~50 miles/month to preserve tires, battery, etc.
703.370.0200 kilton_sappers.51@icloud.com (VA)
2021 AMG GT Stealth Edition. $125,000. 8,000 miles. Satin Yellow wrap over black (not matte0> 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)
1999 SLK 230 Sport. $4,200. 93,200 miles. 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 and many options. In 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)
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)
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 code 788). Call for information and pictures. Also selling four almost new Continental tires for them. 970.640.4722 go.krpapa@gmail.com (CO)
Mercedes S-class OEM wheel set of four 18” 2014-2016 W 222 S 550, 18x8. Removed from 2014 S 550 at 14K miles. Original and in excellent condition. 727.421.6667 rogerwoodward@msn.com (IN)
1999 E 300 TD sedan searching for part # 606180-12-10, Oil Filter Housing. If you have this part, please contact me at: pfinie@earthlink.net and let me know the cost, plus shipping. .805.484.8202 pfinie@earthlink.net (CA)
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
WANTED: Wood/leather steering wheel for a 2000-2003 Mercedes CLK. Part #210 460 12 03 7E19 (Color is Ash Gray) 860.573.1102 pjwertheim@snet.net
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 bankto-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: 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
1975 450 SL hardtop. White. Lost our car in a fire and top was not on it. Excellent shape including upholstery. Includes storage rack and cover, also lift to remove. $400 OBO. 256.651.0995 jonabass@bellsouth.net (AL)
Set of four AMG 19” wheels/tires. Part# A21340112000. New Goodyear 245/40R19/512 bolt pattern. Will fit E-Class/S/SL. One AMG monoblock 18”x8” 2009 like-new #A2114012102 8 8jx19/512 bolt pattern. Customer pays shipping. 419.215.9626 Chrisbenzallen@gmail.com (PA)
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
Contact National VP
SOUTHERN STARS
Gary Keener 904.635.9888 gary.keener @mbcasouthernstars.com
CENTRAL FLORIDA
Contact National VP
SOUTH FLORIDA
Contact National VP
ROAD STAR
Barry Paraizo 561.310.8957 ferrbp@bellsouth.net
SOUTHWEST FLORIDA
Christopher Pakietur 239.287.1368 cpakietur@gmail.com
TAMPA BAY
Greg Watson gwatson511@verizon.net
CONNECTICUT/ WESTCHESTER
Winthrop E. Baum 203.858.6300 win@winbaum.com
NORTHERN NEW JERSEY
Greg Thorne get0455@yahoo.com
SOUTH JERSEY Ernest Schirmer 609.895.1611 eschirmer@ieee.org
NEW YORK CITY & LONG ISLAND
Oliver Seligman 917.763.0178 (c) 212.510.8293 (h) mogs05@aol.com
KEYSTONE
Marty Rexroth 717.764.0624 marstang@aol.com
NORTHEASTERN PENNSYLVANIA Roger Egoff RAE4@psu.edu
DELAWARE VALLEY Bill Fisher billfishermbca@yahoo.com
BLUEGRASS STARS J. Anne Gilliland mbca2023jag@yahoo.com
NASHVILLE Randy Bibb 615.259.1349 rbibb@lewisthomason.com
SMOKY MOUNTAIN Karl Daniel kwdaniel2013@icloud.com
MEMPHIS Michael McHann mike@eccotek.com
CINCINNATI Contact National VP
INDIANA CROSSROADS Roger Brummett 317.721.2784 roger@metroelevator.com
ST. LOUIS GATEWAY Rick Siefert 314.435.1903 rick.siefert@att.net
MISSISSIPPI
Mike Marsh
601.946.1950 mike@marshmarketing.ms
GREATER WASHINGTON
Rugger Smith 703.861.0402 prsmith3@msn.com
CENTRAL VIRGINIA Todd Lusby tlusby@gmail.com
VIRGINIA Tom Dawson hdawson4@gmail.com
TRIANGLE
Owen Hughes 804.641.4055 ohughes00@gmail.com
TARHEEL
Barry Huff bdh@triad.rr.com
CAROLINAS
Richard Mabie 803.403.6602 richardmabie@att.net
PEACHTREE
Rusty Duncan 404.414.9091 rusty@xxlerate.com
ALABAMA-NW FLORIDA
Stephen Levet stephen.levet@outlook. com
CENTRAL GEORGIA Thomas Couch 478.741.9014 tommycouch@live.com
PITTSBURGH Sandra Turko 742.527.0838 mbcapghchapter@ gmail.com
CENTRAL OHIO
Dennis Barry lexi500@aol.com
NORTHWEST OHIO Branton Pardee nwombca@gmail.com
WESTERN RESERVE Rod Thompson 440.247.2853 renold.thompson @clevelandship.com
THREE RIVERS Kenneth Long k.long2510@yahoo.com
INTERNATIONAL STARS Don MacDonald 248.647.8430 don.macdonald1@ gmail.com
WESTERN MICHIGAN Matthew Short 269.760.7204 mshort2@gmail.com
WISCONSIN Bruce Hamilton 608.754.6066 n12em@sbcglobal.net
CHICAGOLAND Chet Szerlag ctszerlag@gmail.com
CENTRAL ILLINOIS Bernice Haverhals bhaverhals@yahoo.com
MINNESOTA John Jacobson 651.690.5115 benzboy@comcast.net
IOWA HAWKEYE
Michael Kaldenberg kaldenberg.family.pc @gmail.com
KANSAS CITY Rich Carlson rich@kcmbca.org
DESERT STARS Debbie Ichiyama 808-282-5249 dichiyama@me.com
CHAPARRAL Ruth Richard Mahoney Thunderheadmorgans @hotmail.com
LAS VEGAS
Steven Misner stevemisner@gmail.com
LOS ANGELES Brigitte Trapp brigittetrapp@me.com
ORANGE COUNTY Chris Shank mbcaorangecounty @gmail.com
SAN DIEGO
Michael Cooper 760.650.6206 michaeldenise1212 @gmail.com
CHANNEL ISLANDS
Peter Samaha 805.890.8489 psamaha@msn.com
NEW ORLEANS Sandy Downing 504.813.3086 sandown60@aol.com
OZARK Dennis Anderson 479.295.8008 dt.anderson@cox.net
CENTRAL OKLAHOMA Jeff Leatherock 405.306.9495 leatherock@aol.com
EASTERN OKLAHOMA Nathan Armer naskespy@aol.com
NORTH TEXAS Jerry Chenault jerr3111@msn.com
FORT WORTH DJ de Jesus 817.732.8773 djdejesus@charter.net
HOUSTON Erroll Hines eahines@aol.com
LONE STAR Ginny Pitzen ginnypitzen@yahoo.com
TEXAS HILL COUNTRY John Briggs johnrb2018@gmail.com
HAWAII
Joseph Figaroa josephkfigaroa corporation@gmail.com 808-855-5604
CENTRAL COAST
Yvonne Lazear 805.402.2322 ylazear@gmail.com
CENTRAL CALIFORNIA
Kathryn Splivalo 559.289.0578 kaspliv@gmail.com
SAN FRANCISCO BAY AREA Alison Lewis divalewis@sbcglobal.net
SACRAMENTO
David Michael 415.939.9000 demichael@gmail.com
SIERRA NEVADA
Gail Wells blackswan342@gmail.com
WICHITA Kirk Filbey rkfilbey@gmail.com
EASTERN NEBRASKA Sandy Dose 402.334.8126 sadose7@gmail.com
MILE HIGH Whitlow Wong WhitlowWong@comcast.net
PIKES PEAK
Steve Dierks
719.659.9959 Steve.Dierks@gmail.com
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
NATIONAL BOARD OF DIRECTORS 2025
chAIRMAN
Charles Woods
SEcRETARy James Roberts
DIREcTOR AT LARGE
John Kushnerick
COMMITTEES
VIcE chAIRMAN Diana Quinn
DIREcTOR AT LARGE
David Abarr
DIREcTOR AT LARGE Steve Ross
TREASURER
David Wommer
DIREcTOR AT LARGE
Jeffrey Hirst
DIREcTOR AT LARGE Drew Webb
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
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
1986-1988 Murdoch Campbell †
1988-1990 Virginia Turner 1990-1992 Robert Beltz
1992-1994 Robert A. Martin † 1994-1996 Kathy Kennel † 1996-1998 Walt Anderson
1998-1999 W. Robert Nitske †
1999-2001 H. Peter Watson
2001-2003 Donald Leap †
2003-2005 Richard Simonds
2005-2007 Jim O’Sullivan
2007-2009 Peter Lesler
2009-2011 Rodger Van Ness 2011-2013 Steve Dierks
2013-2017 Terry Kiwala
2017-2019 Gene Jurick
2020-2022 Julie Brugger 2022-2023 Doug Geganto 2023-2024 Drew Webb † Deceased
In transition, please contact Chairman, Charles Woods (charlesbwoods1@gmail.com) or Katie Carruth (katie@mbca.org) for more information.
Form follows Philosophy.
Before the 12 driver assist systems, before the 7-passenger seating, the AIRMATIC® adaptive suspension and the predictive AI technology, it starts with the same core belief: to deliver the world’s greatest vehicles. The 7-passenger Mercedes-Benz GLS.