road ahead.
Photo by Martin Katler on Unsplash
Dear The Star® readers, I would like to wish everyone a happy new year. Since becoming the editor of The Star®, I have had the pleasure of reading so many incredible stories about people,
STAFF
KATIE CARRUTH Publisher
RUBIN HOWARD Editor editor@mbca.org
JUSTIN PAGE Design Director
DAVID WOMMER Associate Editor Copy Editor
NICHOLAS PATTI Contribution Editor
BRADLEY LORD Motorsports Editor
PIERRE HEDARY Technical Editor
MARC CHRISTIANSEN European Editor
ILKO NECHEV Advertising Director
relationships, and journeys. After our November/December 2024 issue was released, I was overwhelmed by the volume of comments, messages, and positive feedback. We received a particularly passionate letter from Ralf Weber about how his club connection sparked an unexpected friendship with Bruno Sacco himself, which is published in our Letters to the Editor. He was particularly touched by our most recent cover, inquiring how he could possibly obtain a copy. Knowing The Star® was able to pull some heartstrings
and create a desire to join MBCA resonated with me, as I recently celebrated my 10-year anniversary as a club member. MBCA membership cards have returned, which you will find within the polybag in this issue. I would also like to introduce Marc Christiansen, our latest European Editor and author of our cover feature. Happy reading!
Rubin Howard, Editor
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Welcome to the latest issue of The Star®! In this first issue of 2025, we share a wonderful buyer’s guide to the first-generation M-Class, info on our 2025 MBCA Germany Driving Experience, and some MercedesBenz lifestyle coverage featuring explorer @AlbanianBenz, who has
traveled to over 40 countries in his W 220 S 500! We also take a deep dive into the M104 head gasket replacement. Seeing the photos from chapter holiday events, toy drives, and many decorated Mercedes-Benz vehicles, along with community events over the past few months, has been excellent! In the upcoming months, consider attending The Amelia (March 6-9, 2025, Amelia Island, FL), a four-day event in 2025. On Friday, Classic Motorsports Amelia Island Kickoff will host MBCA as a featured club. Register your Mercedes-Benz today to park in our reserved parking area! On Saturday,
RADwood, the premier automotive lifestyle event celebrating the ‘80s and ‘90s, and Cars & Community will occur. Culminating the event is the 30th Amelia Concours d’Elegance on Sunday. Each car tells a story, and we are grateful that you share those stories in person or via The Star®! Thank you for being the heart of our community!
David Wommer, Asscociate Editor
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Katie, Rubin, and David, Really enjoying Issue 6 of the Star. The typeset/font size is much easier to read and the articles are exceptional. Great work!
Courtney Yartz
Bluegrass Chapter
Writing to thank “The Star” magazine for the wonderful tribute to Bruno Sacco in the 2024|6 issue. Bruno’s quote, “The 126 model series in all design forms is the best thing I have done for Mercedes-Benz”, further enhanced my love for my 1985 300 SD that I’ve been privileged to be caretaker of for the past 15 years.
Ben Kehe, Treasurer, Eastern Oklahoma Chapter
I have been a Mercedes guy for many years, and recently celebrated my 74th birthday. When I was in college I owned a Volkswagen, along with some used BMW and Mercedes-Benz cars. After earning my first income, I decided in 1977 to order a new 450 SE, which I collected at the Sindelfingen plant in 1978 and still own today. She underwent restoration from 2006 to 2009, as I drove her during salty winters in the early years. I still have all the Mercedes-Benz cars I purchased new in my garage: the 450 SE, a 560 SEL in 1988, and an AMG S 55 L in 2000.
In 1999, some people came together to establish a club for the 126 series. This club grew and in 2004 we reached the official acceptance by Mercedes-Benz in Germany with my personal close relationship to MBCCCI.
Many years before I learned to make friends in the old car journal-
ist’s scene and at the Mercedes-Benz company and the Mercedes-Benz Museum. As a member of the 300 SL club from 1989 to 2006, I personally learned to know Manuel Fangio, Eugen Böhringer, Mika Häkinnen, and many others. Through my personal relationship to MBCCCI the 126 club was accepted by MercedesBenz as an official Mercedes-Benz Club. Later, the club was renamed to Mercedes-Benz S-Klasse Club, since we took care of the 116, the 126, the 140, and the 220 series, including the coupés.
Sometime around 2003, I asked my friends at MBCCCI, who were the official supporters of the Mercedes Museum to the Mercedes-Benz club community, if it would be possible to meet Bruno Sacco because all of us admired him as the man who created the design of the 126 series.
I contacted him, and — nobody thought this would happen — Bruno and his wife attended the Stuttgart old car fair, the so-called annual Retro Classic Messe. It was a pleasure to meet him, and our club hosted him and his wife as our guests for two hours. Afterward, I received his phone number, and our communication grew. In the following years, I traveled to Stuttgart for that fair, and we enjoyed wonderful days together. Our meeting typically began the evening before at an Italian restaurant in Bruno’s hometown, Sindelfingen. The next day, we reconvened at the fair, where we stayed from 10 a.m. to 6 p.m. We met again later in the evening at another Italian restaurant.
We became friends. I got to know his former employees at the design center in Sindelfingen. I still have contact with some of them today. Harald Leschke became a good friend; he was the leader of the Mercedes-Benz Forward Design Center in California in the nineties.
One day, I had lunch with Bruno and Peter Pfeiffer — imagine that! Another time, a journalist wanted to write a book about Bruno, and Bruno asked if I could do the translation. I got to know his family. Sadly, his wife passed away in 2014. I remain good friends with his daughter, Marina Mercedes; she works as an interior designer in Sindelfingen.
In 2005 or 2006, he told me he would like to buy a nice 560 SEC. This time, I was at the Stuttgart old car fair one day earlier, so I had the time to look for such a car. When we met in the morning of the next day, he asked me if I had found a good SEC for him, and I said yes. Later, we bought a 1987 560 SEC in the color 199. After his wife passed away, he wanted to sell the car, and of course, I was the first person he asked. I bought that car, which is still in my collection. When I collected the car at his house, he said, “I maintained the car and paid the bills all the years for you!“ There was a lot of friendship in these words! Two or three years later, he again wanted a 560 SEC, and he bought a blue one with a light tan interior.
Bruno visited us at our house, and we visited Bruno once a year at his house, sometimes twice. We dined at the Italian restaurants in my town, and I showed him my garage. Our connection was quite good. Bruno was very empathetic and said I would be, too. This was the first reason for the connection between us. Second, he knew I had an eye for colors, lines, and design, so we often discussed various designs of cars that we liked. Bruno was friendly toward other people, but he was not immediately warm with everyone. Often, others perceived him as unfriendly, but he was not; he simply did not wish to engage closely with those he did not know. When we went to the fair, people frequently approached us,
saying, “Uh, are you Bruno Sacco?” and wanted to shake hands, among other things. That was not the way Bruno preferred to interact. So, at times, I had to act like a bodyguard.
He knew I owned a W 198 from 1989 to 2004, and he always wanted to know which car was new in my collection. We often spoke over the phone, but he never had a smartphone. I always had to mail him paper photos to show him which journeys we had made or which car I drove, saw, or was new in the collection. Sometimes, he wrote a letter with nice handwriting and always found nice words to convey his thoughts. Those letters are a treasure in my home.
My collection starts with a 1967 230 S, which I bought in California in 1990, and a 1967 250 SL, purchased new by my father in 1967. Then, I have the 450 SE that I bought new in 1978, and later, a 450 SEL 6.9 was added. Of course, I have a 107 and a 129, both in Signal Red. I also have several 124, 126, and 201 models, along with a V 220 and a W 166 ML 63. I owned a 3.5 convertible, a 1964 300 SE Carrera Panamericana racing car, an AMG 3.4 convertible A 124, an AMG 3.2 124, and other great Mercedes-Benz cars. Some of them I sold, as you must learn that you cannot keep everything in your life. Except for my wife; we have been together for 44 years!
In earlier years, I also had a Jaguar E-Type V12 convertible for about 30 years, a Mk 2 3.8 manual for 30 years, a BMW 2800 CS for nearly 30 years, and a 1972 Maserati Ghibli for 15 years. I also owned a 1965 Ford Mustang as a historic racing car, a 1972 Mini Cooper, and others. However, nothing but Mercedes-
Benz cars have been in my garage for a few years.
I have always liked the original cars, but in 2001, I acquired a 560 SEL that was converted into an estate car; only four of them were made by Zender in Germany. This marked the beginning of my love for customized cars from the eighties. Later, I acquired a W 201 2.3-16 widebody in Sbarro style (which is now part of The Patina Collective in Florida), a C 126 Koenig (also now in that collection), a 2-door convert -
ible W 201, and others that found their way into my garage. I began to appreciate SGS Styling Garage cars made in Hamburg, Germany. I got to know Chris Hahn, the founder of SGS. My first SGS car was a C 126 gullwing; I purchased it in California in 2010. This car was auctioned at Sotheby’s in Munich. I anticipated at least 350,000 Euros (US $368,776) for it, but the minimum price was not reached.
Over the years, I have collected several SGS cars, so I have an SGS collection, unique in Europe. The collection includes a W 201 St. Tropez (around 40 have been made), the C 126 gullwing (57 have been made), another C 126 coupé with special HiFi components and a special interior, the shortened W 201 City Fun (only one has been made), a wonderful C 126 convertible by
SGS, and the C 215 SGS Mirus, one of only two ever built.
Bruno was fascinated by these cars, too, and liked very much to visit my garage to see these exotic cars. He examined the 560 estate car and stated that the styling of the car was very close to perfect. Coming from his mouth, this was a big compliment. Bruno was a car guy who understood that I was always happy with the cars in my collection. He also loved to drive with me.
Not only have cars brought Bruno pleasure, but we also visited the Museum of Modern Art in Stuttgart together and had very interesting discussions. I think I was perhaps the only friend of his who had the privilege to see his stamp collection. Bruno did not have many close friends. When we met, we used to embrace each other. I do not know any other friends of his who did that when meeting each other. One of the greatest things we did together was visit the Mercedes-Benz Museum. We visited several times. This was always so much fun, and so many interesting discussions followed as we learned more about each other.
His honor was unique. He was very tolerant of other car concepts and visions and had great admiration for fellow designers. In 2022, he became seriously ill, and his health continued to worsen. The last time we were at the Retro Classic fair together was in 2023, and after this visit, it became clear that it had been our last time together. The funeral was held with a small group of close friends, family, some friends from Italy, and a few former employees. Now, I no longer have the opportunity to talk with him. This makes me sad not to hear his voice again. After all the years in Germany, he retained his Italian accent. The melody in his sentences was often Italian, not German.
Ralf Weber
Above: Ralf Weber and Bruno Sacco alongside C 111 concept.
STUTTGART | 1 FEBRUARY 2025 IN ASSOCIATION WITH MERCEDES-BENZ HERITAGE
PARIS | 4–5 FEBRUARY 2025 HELD DURING
1954 Mercedes-Benz W 196 R Stromlinienwagen
1964 Ferrari 250 LM Chassis no. 5893
RM SOTHEBY’S X INDIANAPOLIS MOTOR SPEEDWAY MUSEUM
CEO’S MESSAGE Katie Carruth
Dear Friends,
Thank you for voting for the recently approved Bylaws. These set the framework for MBCA to recreate the community by charting a path forward defined by growth and achievement. We all share the same love of MercedesBenz vehicles as our founders. However, to remain as timeless and iconic as the cars we love, we must rethink how we function in today’s ever-changing world. That begins with the organization’s structure.
There are many reasons why restructuring is critically important for MBCA’s future, but the single most important reason is that MBCA has been in decline for years. Although many factors contribute to a club like MBCA’s struggle in the 21st Century, the cause lies with its ineffective governance and overburdening organizational structure.
By not aligning with enthusiasts’ needs, MBCA has become a community without a comprehensive vision and strategy. The 1950s organizational structure is not equipped to effectively solve problems and position the organization to be competitive in a fast-paced changing and dynamic world. MBCA’s new bylaws begin to address this issue at the national level, but now we must address the ineffective structure and procedures that permeate the remainder of our beloved club. Addressing the problem at the cause, thus permanently will alleviate the symptoms.
Today, we have different social, economic, and communication environments, it’s time to update MBCA comprehensively so it can function effectively. Our leaders must be directly accountable to the membership. Outcomes should be evaluated based on measurable market results, and all of this should be led by a vision that everyone understands.
A successful organization must have a well-understood strategy and operating plan that clearly supports the goals of the organization and contains targets measured out in both a short- and long-term way. Targets are impossible to hit if they don’t exist, and MBCA has had no defined targets for far too long. The right strategy combined with the right operating plan can drive results. By communicating our vision, everyone knows where we’re going; our strategy, so everyone knows why MBCA is important; and our operating plan, so we all know the tactics for success; we drive awareness and alignment while also creating accountability for results.
The above requires a nimble and effective organizational structure with a board of directors that is also equipped with the appropriate management tools and relevant experience. This type of work is challenging and requires skill, focus, determination and total alignment
MBCA belongs to members, and I encourage you as members to take hold and help drive the change you want to see.
between the board and management team. MBCA belongs to members, and I encourage you as members to take hold and help drive the change you want to see. If you believe yourself to be a person equipped to define problems, develop problem solving plans, and execute those plans with accountability and transparency, you should consider getting involved in a deeper way with MBCA.
As we open 2025, may I close these thoughts with a word from member Bill Walsh, “MBCA needed significant change in order to continue. Change with limited resources is rarely flawless. Let’s keep our eye on the ball — our long-range viability. Believe in the intelligence and integrity of our leadership. Let’s ask questions versus to criticize. We’ll all get there sooner when we band together.”
Thanks to you all and cheers to a very happy New Year and a successful MBCA!
Above: Immortalized on the cover of Mercedes-Benz In Aller Welt, a W 201 drives a continuous 50,000 km after 201 hours, 39 minutes, and 4 seconds.
ELECTRIFIED PERFORMANCE
You meet the nicest EVs at a charging station. Parked outside a local shopping mall, either plugged into Level 3 chargers or waiting, were the cream of the crop of electric vehicles. My Mercedes-AMG EQE was humming along, going from 41 to 100 percent charged in 55 minutes as I talked to owners of two BMW iXs, two Audi eTrons, a Hyundai IONIQ5 a Kia EV6, and a Tesla.
Parked next to the charger, the EQE sat streamlined and mildly aggressive, low-slung and aerodynamic, with a drag coefficient of 0.26. And many of the other EV owners took a look inside and out as we all got charged up.
A base Mercedes-Benz EQE with 288 hp starts at $74,900. Our Mercedes-AMG EQE with power, suspension, tires, seats and that RACE MODE starts at $106,900 — options included $2,090 black/brown Nappa leather; $5,450 ceramic brakes, $1,100 performance tires, $1,400 AMG wheels, $750 AMG Night Accent Package, and a few more items for a final of $127,390.
Exterior Style Notes
There’s a big three-pointed star on the faux grill, and its 15 silver bars are just decoration on a streamlined nose flanked by trick LED headlights with DRL bars. Those headlights perform a shutdown dance of thin bars flowing on the ground ahead. There is a discrete AMG badge and a classic Mercedes-Benz badge on the leading edge of a
very rounded hood. The aggression one thinks about with an AMG product — Mercedes-Benz legendary in-house performance tuners —becomes apparent with lower side intakes bulging with some muscle, there to aid in the aero around the front tires. The lower center intake is trimmed in silver with splitters to aid the aero. And that hood is locked — no access to any frunk or electronics there. In fact, a pop-out door on the driver’s fender is to add windshield wiper fluid.
There is minimal front overhang, the aggressive side intakes flowing into gently muscular front fenders wrapped tightly around staggered 21-inch rear Michelin Pilot Sport EV rubber on 20-spoke alloy wheels, done in semi-matte black. Peek inside — gold calipers clamp huge cross-drilled carbon ceramic disc brakes. The cab-forward design means the raked windshield starts at about those front wheels’ midpoint, then arcs gracefully up and aft to a small fastback rear window and short deck with angled spoiler as it rounds down to sleek LED taillights connected with a lit strip. The big star back here is the trunk release, while ribbed fins on the diffuser accent the lower valance on the short tail. There is just a hint of the usually more macho AMG aero touches — it is sleek, wide, and low.
Interior Style Notes
Step in, and at first glance, it’s just a cool MercedesBenz with very supportive sports bucket seats – there is massage, heat, ventilating and active support that nudges thighs and back while driving to ease fatigue. Both sable
brown Nappa front seats hold you in on any curve, with side bolsters squeezing just right, and embossed AMG badges on the high seatback head restraints.
The sweeping dash panel lays patterned real wood across its face, topped with a black, satin silver and copper band with integrated air vents under accent lighting that sweeps into the doors. Dash and door tops are done in a muted sable brown suede, while turbine exhaust alloy air vents cap the dash’s outer corners.
An AMG Performance steering wheel is clad in stitched Nappa leather with a flattened lower section, aluminum paddles for setting various regeneration levels in back. In front, touch controls for audio, cruise control, phone, the gauge and central screen and more, most adjustable with a fingertip slide. Then small LCD screens with controls below the spokes handle drive and suspension modes, plus interior powertrain sounds. That’s right — a rumbling organ note can rise as the speed does. Use RACE MODE/launch control, and as you right-foot-brake and mash the accelerator, a warp speed note rises until you let it go — more later. The wheel is power-adjustable. Below, AMG sports pedals and door sill trims with illuminated AMG lettering. The configurable gauge display can show a traditional 180-mph speedometer and power use/charge display or streamlined screens with digital and bar graph information. The center can display horsepower and torque, G-force, navigation, audio and more. Speed limit, cruise control speed, lane-keep and other safety info is on top.
The central dash screen sweeps down into the gloss black floating center console, a clean design with a slim bar with mechanical drive mode button, then more touch controls for cameras and other ancillary stuff. Cup holders, an inductive phone charger and two USB ports are under a door, plus deep storage under the console cushion, and more space in the console’s open lower level. Voice command is hands-off — just ask “Hey, Mercedes,” and when the AI responds, ask almost anything. Other
than ducking under the swoopy roof, there’s plenty of head and leg space for two in back. The seatbacks split and fold to expand a deep trunk. There’s even a storage spot under the carpeted floor.
Driving Observations
Power, grace and pace at speed are what makes an AMG. But in petrol-powered versions, there’s also the growl of a supercharged V8 to accompany speed. Not so with the EQE AMG, although pace is more than plenty thanks to AMG-specific electric motors. For you geeks — a 328-volt high-performance drive lithium-ion battery with a usable energy content of 90.6 kWh. And with the AMG driving sounds emitted from special speakers, a bass actuator and a sound generator, you have aural input to give you sense of speed lost without a hand-built AMG V8. Oh yes — lock the car and it emits a resounding bassy roll like the last key on a huge church organ.
There are five drive programs — “Slippery,” “Comfort,” “Sport,” “Sport+,” and “Individual.” They adjust power and performance characteristics, suspension settings and sound effects. Maximum drive power can be selected through the Sport+ or RACE START without boost, while Slippery allows 50 percent, or 308 horsepower. Set in Comfort with reduced power, holding power draw to 55 percent, a moderate launch saw 60 mph in 5.3 seconds, with decent passing power. Sport+, with launch control and traction disabled, saw a neck-snapping slingshot launch that rockets off the line with no wheelspin or loss of straight-line control. I whacked my head on the head restraint as all 617 hp and 701 lb-ft of torque hit the pavement through all four tires — 60 mph in 3.4 seconds, and 100 mph in 7.1 seconds, only the sound of tires on pavement.
We set up AMG Dynamic Plus with boost function – that is 110 percent power, or 677 hp and 738 lb-ft of monster torque — then used RACE MODE launch control. Left foot brake, right foot accelerator as a warp drive soundtrack rises inside and out — wild! Red bands flash in the gauge display - in the time it takes to say 100 percent power, we saw 60 mph in 3 seconds, and 100 mph in 7.2 seconds, the motors’ rpm not tailing off. We saw 1G on launch.
Performance and Power
Range takes a hit when you play. And while that authentic or performance sound program lets your ears know what the motors are doing as you depress the speed pedal, I often just clicked on “Balanced,” which made no sound at all. My favorite was Sport mode — tight steering, taut but forgiving suspension, very rapid passing power when demanded, and 60 mph in 3.6 seconds.
For comparison, the most powerful EV I’ve tested before the M-B EQE AMG was the Kia EV6 GT with a frontmounted 160 kW motor, and rear-mounted 270 kW motor. In GT mode, it gave 576 hp with 545 lb-ft. of torque, 60 mph in 3.4, and 100 mph in 7.9 seconds. To compare another AMG, how about the 2015 S65 AMG with the 6 liter twin-turbocharged V12 with 621 horsepower and a formidable 738 pound-feet torque for 60 mph in 4 seconds and 100 mph in 10?
The EQE battery was fairly quick at topping off at charging stations. On Level 2, we saw a high of 255 miles and a low of 230. On Level 3, we got 277 miles of estimated range at 100 percent. Our EQE had variable all-wheel drive 4MATIC+, distributing drive torque between the front and rear axles quicker than a mechanical system. Sport and Sport+ are more rear-biased. It also has air suspension with adaptive damping, a four-link front axle and multilink rear suspension with AMG-specific suspension links, and antiroll bars. In the S and S+ drive programs, the AMG EQE drops .6 inches. There’s also rear axle steering up to 3.6 degrees in the opposite direction up to 37 mph for tighter cornering. Above 37 mph, the rear wheels steer in the same direction as the front wheels for better handling stability in fast lane changes or evasive maneuvers. You can set the suspension on the drive program. Comfort is taut enough, not mushy and fine in daily driving. Even on its stiffest Sport+, the ride wasn’t flinty or jarring, a nice hint of rebound control over bumps. In Sport+ mode, the EQE AMG is a tight, agile and near-neutral sedan that has minimal body roll as it carves curves. It stays planted, hoovered to tarmac as it tackled every corner I tossed it into. Even over pavement cracked by roots, the suspension just thumped with a cushioned blow and no upset, and that’s with 21-inch rubber.
The steering had a tight feel in any mode, with nice
Mercedes-Benz EQE AMG specifications
Vehicle type
Base price
Powertrain type
The EQE AMG is a tight, agile and near-neutral sedan that has minimal body roll as it carves
feedback in racier modes. The full regenerative system was my go-to most of the time, becoming like my downshift running into a corner. But our optional AMG ceramic high performance compound brakes — 17.3inch front/14.9-inch rear with booster — had a traditional pedal feel with serious bite and control high up, and serious halting power with no nosedive. No fade either. So, power, handling and stopping is AMG. There’s also AMG TRACK PACE in the infotainment system that permanently records more than 80 vehicle-specific data (such as speed and acceleration). Lap and sector times are displayed on selected tracks in the system. For safety, active lane keeping and active blind spot assist, surroundview camera with overhead simulation, backup and other warnings. The smart cruise control, Active Distance Assist Distronic, maintains speed and distance with traffic, stopping and restarting in stop-and-go traffic. It also reads speed limit signs and will automatically slow down when it spots one — alarming when you are in a 15-mph school zone on a weekend when classes are out. It can plan the fastest and most convenient route, including charging stops, and direct you to the nearest charging site, all by asking the AI.
Bottom line — is this EQE a real AMG? Yes, with speed, great handling and prodigious brakes. But I do miss that V-8 roar. That said, Warp 9, Mr. Sulu — now!
Five-seat all-wheel-drive 4MATIC EV sports sedan
$106,900 ($127,390 as tested)
Two permanently excited synchronous motors
Horsepower without/with AMG DYNAMIC PLUS Package (net) 617/677
Torque without/with AMG DYNAMIC PLUS Package (lb-ft) 701/738
Transmission
Overall Length
One-speed direct drive
195 inches
Height 58 inches
Curb Weight 5,534 lbs.
Estimated range on full charge
Up to 277 miles indicated
NOW INVITING 2025 CONSIGNMENTS
1960 MERCEDES-BENZ 300 SL ROADSTER
Benefiting from Restoration by Marque Expert Scott Grundfor Company I Striking Factory-Original Color Combination I Known Ownership History from New
1955 MERCEDES-BENZ 300 SL GULLWING
Multiple Award-Winning Restoration by Hjeltness Restoration I Elegantly Presented in Dunkelblau over Gray Interior Accompanied by Factory Books, Tools, and Fitted Luggage
PEBBLE BEACH AUCTIONS I AUG 15 & 16
Nicholas Patti
THE MOTORSPORTS RUNDOWN
2024 has been a year of tests and triumphs for Mercedes-AMG Motorsports programs across the globe. The last few months, however, have proven that through unyielding effort, drive, and determination, the Silver Arrows can always be at the sharp end of the grid. Let’s take a look at what we have achieved in world motorsports.
First, Mercedes-AMG Petronas F1 traveled to Brazil to the Autodrómo Carlos Pace in São Paulo with two competitive cars. George Russell was full of confidence after winning his first F1 GP there in 2022. We scored points in the Sprint and achieved a double points finish in the Grand Prix after very impressive, and wet, drives from our Silver Arrows.
Following the double points finish, the Silver Arrows shone under the lights of Sin City. The track suited our car’s strengths as George claimed pole position and went on to dominate the entire race, while Lewis drove from outside the top 10, slicing through the midfield and leaders to complete the 1-2 finish, beating Ferrari’s Sainz and Leclerc.
After the team claimed the top two steps of the podium in the United States we headed to the Losail Circuit for the Qatar Grand Prix. 2024 ended on a high note with George claiming pole, Lewis and George both achieved double points finishes in the Sprint Race, and George finishing fourth in the Grand Prix, earning Mercedes valuable constructor’s championship points that will position us well for 2025.
Opposite: George was the driver to beat from the Mercedes stable over the last few races; Below: Mercedes-Benz expands their global Sportscar Racing footprint with EEC efforts next year.
The 2024 Formula 1 season enables us to look forward to 2025, marking the final year of the current regulations. However, it is also an important transition year as we integrate our young superstar Kimi Antonelli into his seat on the team, and George takes a more senior role with the team. Once the checkered flag waves at Qatar, the team undergoes crucial testing during the postseason test, during which we will get to preview what 2025 has in store.
Moving away from Formula 1, you’ll discover the rest of Mercedes Motorsports programs, where we field our AMG GT3 cars in various series like GT World, IMSA, and more. A few weeks ago, we broke the sports car world’s news cycle with the announcement that for the first time since 1999 with the CLK GTR, we are returning to the Circuit De La Sarthe for the 24 Hours of Le Mans. Mercedes AMG is collaborating with Iron Lynx, the Italian GT team that has successfully run sports car programs in IMSA and WEC for years. This comes as we campaign in the 2025 World Endurance Championship and the European Le Mans series for the first time. Ahead of this exciting new chapter in our motorsport’s history, let’s look at our GT programs as we speak.
Mercedes has some of the world’s best teams choosing our equipment including Triple Eight Racing, Lone Star Racing, Grove Racing, Sun Energy 1, and more. Week in and week out, they field the Mercedes-AMG GT GT3 car and compete head-to-head with Porsche, Ferrari, Lamborghini and Audi. These series are where you’ll find some of the hardest racing with our biggest rivals.
Against these competitors at the Jeddah Corniche Circuit in Saudi Arabia, the GT excelled. Mann-Filter Racing competes in the GT World Challenge Europe, and the 6 Hours of Jeddah was the final race of the campaign. The Jeddah Corniche Circuit, as we know from F1 competing there, is an extreme test of focus, precision and grip. Our Mercedes aces Lucas Auer, Maro Engel and Daniel Morad all have deep experience in global GT racing behind the Three-Pointed Star. Their effort resulted in Mercedes winning the 6 Hours of Jeddah and capping off a successful season internationally for our various sports car programs.
Now we travel down under, where GT World Challenge Asia competed at the picturesque and intimidating Bathurst Circuit at Mount Panorama in Australia. In the
Above: The Triple Eight Team celebrates after a storming victory in the 2024 Jeddah 6 Hours.
Mercedes has some of the world’s best teams choosing our equipment including Triple Eight Racing, Lone Star Racing, Grove Racing, Sun Energy 1, and more.
GT World Challenge series across the globe, they host two races per weekend at the same circuit, comprising different rounds of the season. In Race 1, Mercedes machinery made up three of the top 10 cars with the Grove Racing car being in the top 5. Similar results came from Race 2, as three AMGs also placed in the top 10, but this time, the Triple Eight team placed on the second step of the podium.
Moving back stateside, we had several customer teams participating in the IMSA pre-season test at Daytona International Speedway ahead of the season kickoff in
January with the Rolex 24 at Daytona. A new component took center stage for our GT teams as IMSA installed torque sensors on participating GT cars to help inform IMSA’s Balance of Performance decisions in 2025.
Balance of Performance, or BoP, refers to the ability of IMSA to place restrictions on power, weight, torque or other performance variables across manufacturers and teams to ensure a level or fair playing field.
Among the teams testing these new sensors for IMSA were KorthoffPreston Motorsports, Sun Energy 1 and Lone Star Racing. This test also serves as an important part of our preparation process for endurance races, where our cars undergo extended periods of running compared to the usual sprint races. These teams compiled important data and learned crucial strengths and at times, vulnerabilities that prepare us for races like the 12 Hours of Sebring, 24 Hours of Daytona, Petit Le Mans and more.
As 2024 comes to a close, we are excited for new chapters of our motorsport story in 2025. From a young hot shoe in Kimi Antonelli replacing one of the F1’s greatest of all time, to our return to Le Mans to reclaim the crown we had decades ago. Mercedes will be competing in DTM, F1, WEC, IMSA and the GT World Championships in 2025, allowing us as owners of the cars, or fans of the brand, to get closer to the action as we show our love for the Silver Arrows.
Opposite top Kimi. panel discussion.
2025 MBCA GERMANY DRIVING EXPERIENCE
Since 2006, hundreds of MBCA members and guests have taken MBCA’s guided trip through the Stuttgart Region and experienced the rich heritage of Mercedes-Benz firsthand. Members have enjoyed captivating guided tours of the Mercedes-Benz Museum and other sites to explore the history of our favorite storied marque.
Now, buckle up for a totally new event! The MBCA Germany Driving Experience is an adrenaline-fueled tour for true enthusiasts that offers hands-on driving, a thrilling lap at one of the world’s best known racetracks, and other premium-level experiences. Designed for the more-engaged traveler, this trip will feature scenic, and autobahn drives through the Baden-Württemberg and Alsace regions of Germany and France, as well as immersive stops reminiscent to the vintage and classic car rallies so popular in the U.S. The five-day drive will begin and end in Stuttgart and will be limited to 10 total travelers per tour.
PHOTOS
June 8-13 (Hosts: Chuck Stanford and Milan Chudoba.) The all-inclusive rate is $6,450 double occupancy/$6,950 single occupancy.
Sunday
• Check-in at Steigenberger Graf Zeppelin (hrewards. com/de/steigenberger-graf-zeppelin-stuttgart), a business-class hotel preferred by Daimler and MercedesBenz for their business visitors. It is conveniently located across from the main train station in Stuttgart (the Hauptbahnhof). Rooms are fully equipped and include a complimentary full breakfast daily.
• Sunday evening will be the opening welcome and orientation dinner in the hotel.
Monday through Thursday
• Premium AMG cars rented from Mercedes-Benz in Germany.
• Stop and tour at the German “Nationale Auto Museum”/ LOH Collection in Ewersbach Home (nationalesautomuseum.de). This stunning museum features extensive collections of rare Mercedes-Benz, Ferraris, and Formula One cars.
• Stop at the world-famous Nürburgring including a “hot lap” with a professional driver.
• Stop and tour at the The Musée Nationale de l’Automobile/Schlumpf Museum (musee-automobile.fr). The world-renowned Schlumpf Collection features hundreds of cars, including more than 100 Bugattis, chronicling the history of the automobile in France.
• Stop and tour at the new Mercedes-Benz Group AG Test Track at Immendingen.
• Stop and tour at the Schromberg Collection.
Tentative Schedule
2025 Travel Dates and Rates
Around The World
BY MISHELLE ORREGO
PHOTOGRAPHY BY NEXH
With AlbanianBenz
Mercedes-Benz Is a Part of The DNA
For most people, the thought of crossing international borders evokes dreams of sleek jets and bustling airports. Yet, for Nexh , a 29-year-old explorer based in Dallas-Fort Worth, Texas, true adventure is captured behind the wheel of a time-tested companion — a substantial 2002 Mercedes-Benz S 500. This S-Class, originally owned by his parents, has been Nexh’s Mercedes-Benz of choice on a remarkable journey through 43 countries, each journey weaving together diverse landscapes and
cultures. What motivates someone to navigate such vast distances in a now twenty-two-year-old S-Class? For Nexh, it is a blend of his love for Mercedes-Benz, which runs in his veins, and a passion for adventure. Through his extensive travels, Nexh has not only charted his course across multiple continents but has also infused the realm of automotive adventures with his distinctive viewpoint, shaped by miles traversed and experiences gathered. Nexh’s affinity for Mercedes-Benz was ignited in his
early years, long before he ever took the driver’s seat as an adult. His initial forays into driving at the young age of 12 involved steering his mother’s 2003 Mercedes-Benz ML through a local neighborhood in Fort Worth, TX. “It was then that I really began to love the marque,” Nexh fondly recalls. For him, Mercedes-Benz transcended being merely a car manufacturer; it was a cultural icon that resonated deeply with his own family’s preferences and the broader societal values. “I can tell this is something different, even today,” he says. Thus, Nexh’s journey with Mercedes-Benz is not just about the cars themselves but also serves as a nostalgic reflection of his childhood and a lasting connection to his Albanian roots. Nexh’s first car was naturally a W 163 ML 55 AMG. These core memories are embodied in every drive with every Mercedes-Benz he has since owned.
The Journey Begins: From Texas to Albania
In the summer of 2018, Nexh embarked on a bold vision of his; he shipped his S 500 from Texas to Albania. Initially, his motive was straightforward and somewhat impulsive. “My initial plan was just to drive around Albania with an American license plate … because it’s cool,” he explains with a light-hearted laugh. What started as a novelty soon unfolded into an expansive journey of exploration and discovery across the European continent. Nexh has driven his W 220 through Albania, Andorra, Austria, Belgium, Bosnia, Bulgaria, Canada, Croatia, Czechia, Denmark, England, Estonia, Faroe Islands, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Kosovo, Latvia, Lithuania, Malta, Macedonia, Moldova, Monaco, Montenegro, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, The Netherlands, Turkey, Ukraine, and all over the United States.
From Germany to the Arctic Circle
Nexh’s first major European adventure with his S 500 was intended to be a straightforward trip to the MercedesBenz Museum in Stuttgart, Germany; a pilgrimage for any aficionado of the Mercedes-Benz marque. Joined by two cousins, this visit was not just a journey to a museum but the beginning of an expansive trip and a soon-to-be tradition. Year after year, Nexh added new destinations to his itinerary — Greece, Turkey, the Balkans, and a bold journey through Ukraine and its neighboring countries. By 2022, this trip had seen Nexh and his trusty S 500 traveling through over twenty countries in just one year, prompting him to say, “Why not just visit them all?” Each trip not only broadened his geographical horizons but also
deepened his appreciation for the diverse cultures and landscapes he encountered, enriching his understanding of Europe’s vast tapestry.
Traveling through Europe with an American-spec car like Nexh’s S 500 comes with its set of unique challenges, particularly due to the vehicle’s foreign license plates. Nexh shares tales of numerous encounters with local authorities who, outside the European Union, often scrutinize the smallest discrepancies in paperwork or car details, sometimes even attempting to turn him back. He vividly remembers being stopped and fined in Prague for minor infractions, and being compelled to remove the tint from his car windows right on the side of the road in Estonia. Despite these obstacles, the rewards of his travels have been profoundly enriching. Among Nexh’s most cherished experiences are the rugged terrains of Ukraine, the historical depth of Malta, and the exhilarating challenge of driving on the opposite side of the road in the UK and Ireland … which added another layer of complexity. “Driving on the opposite side of the road made it more interesting,” he remarks, reflecting on the thrill and novelty these experiences brought. Like many travelers, Nexh’s adventures were temporarily halted in 2020. However, he hit the road again in 2021 with renewed enthusiasm, embarking on a journey that included Ukraine and its neighboring countries. By 2022, Nexh’s relentless spirit had taken him through over 20 countries in just one year, underscoring his burgeoning ambition to explore every corner of the continent. Choosing the W 220 S 500 was a practical decision; it offered comfort and
Opposite: Nexh standing proudly by his W 220 in Iceland.
reliability, crucial for the long distances Nexh planned to cover. (Note, the AirMATIC system was retrofitted with conventional suspension). With over 393,000 miles logged, the car stood as a testament to durability.
While navigating through 43 countries, Nexh encountered inevitable language barriers, bureaucratic hurdles at borders, and the occasional mechanical issue. “In most capitals, there is a good amount of people who speak English,” Nexh explains, simplifying communication in urban areas. However, at borders or during encounters with police, translation apps often became essential tools. Financially, Nexh has managed well using his debit card, though he keeps a variety of currencies in his car for emergencies, ensuring readiness for any situation. Most often traveling with cousins or friends, he discovered that the long hours on the road fostered profound conversations and bonding experiences, which proved to be as valuable as the physical destinations themselves. These interactions, combined with the diverse cultural landscapes he traversed, significantly enriched his understanding of the world.
Incidents with Law Enforcement and Bureaucratic Challenges
In Estonia, a demand made by a police officer during a routine stop, highlighting the intense scrutiny that foreign vehicles often face. In Moldova, minor discrepancies in his paperwork resulted in extended discussions at the border. Further complicating matters, in Prague, Nexh faced a fine for merely driving late at night with an
“The motto is more memories than miles. It has never let me down.”
American license plate, a penalty that underscored the unpredictability of local road regulations. Nexh primarily uses his debit card to settle these fines, but the economic diversity across Europe necessitates readiness for various currencies. To accommodate this, he maintains a collection of about 20 different types of currencies in his car, a strategic decision that facilitates smoother transactions in areas where digital payments are less common. This level of readiness helps Nexh navigate the varied economic landscapes he encounters, ensuring that financial hurdles do not impede his travel adventures.
Nexh’s story is not just about travel; it’s about resilience and adaptability. His advice to those inspired by his journey is to be prepared for the unexpected. “Not everyone is going to be nice and ‘correct’,” he cautions, especially noting the difficulties associated with an American car in Europe. Nexh’s approach to planning his road trips is as dynamic as the journeys themselves. He strategically plans his travels during opposite seasons, preparing for winter excursions in the summer months and vice versa. This method allows him to take advantage of off-peak travel benefits and better prepare for the
unique challenges each season presents. It’s a thoughtful strategy that ensures each journey is as smooth and enjoyable as possible. Nexh advises those inspired by his story to embrace both the joys and challenges of such journeys. He emphasizes the importance of preparation and adaptability, particularly for those traveling with conspicuous or unconventional vehicles like his American-plated S500. This advice is crucial for anyone
looking to undertake a similar adventure, highlighting the need to be as prepared for interpersonal exchanges and financial transactions as for navigating foreign terrains.
More Memories than Miles
Opposite: Naples, Italy, September 10, 2018; Top Left: When Nexh had to stop and patch a tire near Giurgiu, Romania on the border with Bulgaria; Top Right: Next’s very first trip, September 1, 2018 with cousins Lion (left), Glen (middle); Bottom: Beautiful Santorini, Greece sunset, July 3, 2019.
For Nexh, traversing 43 countries in his W 220 S 500 has been about far more than the miles—it is a journey that transcends traditional measures of distance. Each mile covered and each border crossed has woven a rich tapestry of experiences, embedding his philosophy of valuing profound experiences over mere distances into every journey. His travels stand as a vivid testament to the joys and challenges of international road travel, showcasing a unique approach to exploration in a world that grows more connected by the day. Currently, Nexh is planning to bring his car back to Texas to complete his exploration of the U.S., with aims to visit Hawaii and Alaska,
as well as Mexico. Looking forward, Nexh contemplates expanding his horizons beyond the European landscape to possibly explore the diverse terrains of Africa or the vibrant cultures of South America. His story continues to unfold, steered by his guiding principle: “More memories than miles.” This philosophy transforms his vehicle from a simple mode of transportation into a sacred repository of his life’s most cherished adventures. “I would never sell this car; it is worth more in memories than any sum of money could express,” Nexh asserts, highlighting the profound emotional bond that has formed with his S 500. Nexh Nokshiqi’s extraordinary travels in his S 500 are not just a series of trips but a profound narrative of personal growth, cultural immersion, and automotive reliability. His experiences offer a compelling blueprint for those inspired to embark on their global adventures, underscoring the timeless appeal of exploring the vast, open road. As he anticipates his future expeditions, Nexh shares a reflective insight: “The motto is more memories than miles. It has never let me down.” Anchored by this enduring belief, as reliable as the sturdy M 113 of his trusted S 500, Nexh’s passion for discovering the less-traveled paths is undiminished, promising a future full of new journeys. This commitment to exploring the unknown fuel’s Nexh’s adventures and he hopes he will continue to inspire and resonate with fellow travelers for years to come.
To follow the adventures of Nexh, be sure to follow him on Instagram, TikTok, and YouTube via @AlbanianBenz!
Top: Amalfi Coast, July 27, 2024; Middle: Budapest, Hungary July 24, 2022; Bottom: Mercedes-Benz museum in Stuttgart, Germany August 22, 2018.
SHOWDOWN
BY MARC CHRISTIANSEN
PHOTOGRAPHY BY MERDECES-BENZ FROM AUGUST 13 TO 21, 1983, MERCEDES-BENZ SET
SEVERAL WORLD RECORDS ON THE HIGH-SPEED OVAL TRACK IN NARDÒ, IN SOUTHERN ITALY WITH A COMPLETELY UNKNOWN VEHICLE AT THE TIME. THESE RECORDS WERE IMPRESSIVE PROOF OF THE RELIABILITY OF THE NEW LITTLE SPORTS CAR, ESPECIALLY THE SECHZEHNVENTIL-MOTOR (GERMAN: “SIXTEEN VALVES ENGINE”) OF THE “BABY BENZ” OVER AN EXTREMELY LONG DISTANCE.
It was all perfectly timed: a final development test run for the new vehicle concept and marketing measures at the same time — just roughly four weeks after the record-breaking drive, the company first presented the new 2.3-16 to the public at the International Motor Show (IAA) in Frankfurt am Main in September 1983.
But first things first. At the beginning of 1983, the motor press was rumoring that there would probably never be a Mercedes-Benz with the cryptic designation 2.3-16 on the rear lid, even though they had just seen spy pictures of a prototype in the wild at Sierra Nevada in Spain. The 2.3-16 was originally not planned to happen — Erich Waxenberger (Head of the Rally and Motorsport Department in the early 1980s) wanted to win the International Rally World Championship again after several hardfought rallies in the late 1970s with the 450 SLC and 450 SLC 5.0 (both C 107). Audi had just invented the AWD Quattro Coupé, and there was a rivalry. As the number one driver, Daimler-Benz eventually put Walter Röhrl under contract. The initial plan was to use a 500 SL Rally (R 107), but the overall performance was not what the world championship rally driver was used to driving. The rest is history; the rally pro never raced officially in a Mercedes-Benz.
The special development department considered a shorter and more agile 190 version for use as a rally car, but these plans had yet to see the light of day. However, the techniques did, and the concept of Mercedes-Benz
was a long time ahead of the rival from Munich. The BMW M3 launched years later. Against all resistance (including from the company management back then), the project of a modern, compact, high-performance car was put in place with no real competition to fear at the time – or at least that was the case in the first few years.
Getting back to the tarmac in Nardò, to identify the teams at any time during the laps, the cars were given a color code (green, red, and white). The fastest of the three Mercedes-Benz 190 E 2.3-16 covered 50,000 kilometers (31068.56 miles) in 201 hours, 39 minutes, and 43 seconds; the average speed was 247.9 km per hour (154 mph). In addition to this incredible performance, the trio set two other world records over 25,000 km (15,534.28 miles) and nine class records. During the day in August, the outside temperature in Nardò is well over 40 degrees Celsius (104 degrees Fahrenheit), and the sun heats up the asphalt, the cabin temperature gets easily to up to 50 degrees Celsius (122 degrees Fahrenheit) — additional stress for man and machine. (The test cars did not have air conditioning onboard.)
Above: To distinguish the trio, the color markings “green”, “red”, and “white” are chosen: a request from the sports commissioners of the world motorsport governing body FISA Opposite: The test vehicle approaching the crew, ready for a quick and speedy pit stop.
At the presentation, several birds were killed with one stone, and the unavoidable test trials were combined with a prestigious world record hunt. On one hand, the new concept was tested for resilience under the toughest conditions, while on the other hand, its robustness and reliability were emphasized—so it almost seems like a side issue that, among other things, three world speed records were set over 25,000 km (15534.28 miles), 25,000 miles, and 50,000 km (31068.56 miles).
The overview of the achieved records:
• 25,000 km – 247,094 km/h (153.53mph)
• 25,000 miles – 247,749 km/h (153.94 mph)
• 50,000 km – 247,939 km/h (154.06 mph)
• 1,000 km – 247,094 km/h (153.53 mph)
• 1,000 miles – 246,916 km/h (153.42 mph)
• 5,000 km – 246.914 km/h (153.42 mph)
• 5,000 miles – 246,729 km/h (153.31 mph)
• 10,000 km – 246.829 km/h (153.37 mph)
• 10,000 miles – 246, 839 km/h (153.37 mph)
• 6 hours – 246.798 km/h (153.35 mph)
• 12 hours – 246.628 km/h (153.24 mph)
• 24 hours – 246.713 km/h (153.30 mph)
The Nardò cars were declared test vehicles but were largely the same as the series vehicles that were later freely available (European specifications).
The initial plan was to use a 500 SL Rally (R 107), but the overall performance was not what the world championship rally driver was used to driving.
The following deviations were implemented for the speed record runs:
• Rear axle ratio i=2.65 instead of i=3.07 (series)
• Modified camshaft
• No reverse gear
• Hydraulic suspension level control on all wheels (lowered vehicle 30 mm)
• No center silencer
• Special racing tires from Pirelli (semi-slicks)
• Different front spoiler
• No electric fan installed for the engine
• Headlight protection covers (during the day) and insect screen for the radiator grille
• No power steeringTop speed: 261 km/h (over 162 mph)
• Tank capacity: 160 liters (over 42 gallons)
In addition to Erich Waxenberger, employees from the testing department of Daimler-Benz AG served as drivers on these runs. Thanks to the various test flights carried out with the C111-III, -IV and -V in Nardò regularly since 1976, the team had almost established a routine.
The powerhouse is a 2.3-liter four-cylinder engine based on the then-newly introduced M102 engine family, which
Above: The special development department alongside their bug-splattered 2.3-16; Opposite bottom: The victorious team after entering the pit lane - a happy Erich Waxenberger (wearing sunglasses) in the middle.
features a four-valve alloy cylinder head developed by engine specialist Cosworth (UK), equipped with components such as a tubular exhaust manifold and direct air intake. The 132 kW (185 hp) power unit weighs just 167 kilograms (just over 368 pounds). The fuel consumption was more than reasonable over the race distance and was slightly over 22 liters per 100 kilometers (around 10.69 mpg). Mind you, this was at a constant 5,000 rpm for the motor and high air temperatures. An interesting point is that fully synthetic engine oil from Shell TMO was used (this oil was also the first-fill oil for Porsche’s 911 models at the time). This emphasizes that these engines were designed to use fully synthetic engine oil.
The aerodynamic components attached to the body not only improved the styling and appearance of the car (Daimler-Benz marketing even spoke at the time of “increased elegance through unobtrusive and attractive dynamic lines and the extensive use of new materials instead of classic chrome”), but also significantly reduced air resistance and enhanced driving characteristics at high speeds.
The details (compared to a base 190 E):
• Front axle lift improved by approx. 45%
• Rear axle lift improved by approx. 40%
• Cd value improved by approx. 3%
• Cd value of only 0.32
In addition to the world record attempts monitored by FIA commissioners and the pure material testing, traffic psychology studies were also the focus of this long-distance test. For the first time, values of the driver’s stress under precisely defined conditions, and thus meaningful results, could be determined — this was carried out by the Berlin research group, which also invented the famous (and first) Mercedes-Benz driving simulator at the time. During the world record runs, the normal care and main-
Even the damage to the underbody from the collision with a fox could not stop the green 190 E 2.3-16.
tenance services were observed according to the regulations, including adjusting the valve clearance. Mind you, such a complete maintenance service was carried out by the pit crew within about five minutes, including oil and filter changes. It was as impressive then as it is now.
One moment of shock; even though the vehicles were carrying the most common wear parts in accordance with the regulations, including the engine cooler, shock absorber strut, and ignition distributor, a distributor’s finger was missing from the parts inventory on board. This component is usually very reliable, but in the vehicle of the green team, this tiny part broke during the record run. With great improvisation, the technicians and engineers managed to restore the ignition concern. Even the damage to the underbody from the collision with a fox could not stop the green 190 E 2.3-16.
Above: Dirty and marked by the hardships, but the world records have been achieved - a successful maiden test
Right: Inside the cabin, not your regular 190 E.
All three vehicles finally reached the finish line successfully. The order was red, white, and then green. The motor press often referred to the new sporty little MercedesBenz as the “Sport Mercedes” and later simply called it the “Sixteen-valve.” At the time, this was almost sacrilegious for the managers in Stuttgart-Untertürkheim. Today, the green team car is on display in the Mercedes-Benz Museum.
Launching his Victoria in 1893 was a triumph for Mannheim’s Carl Benz. Four workable wheels showed the way to every later practical motor vehicle. And early enthusiasts proved the merit of the Benz contribution.
BY KARL LUDVIGSEN
Not Just a Footnote: Carl Benz’s First Four-Wheeler
Carl Friedrich Benz was 35 years old when his first experimental engine put-put-putted into life on New Year’s Eve at the end of 1879. Born in a suburb of Carlsruhe, Benz had roots in the hamlet of Pfaffenrot in the Black Forest. There his forebears were blacksmiths and his father a railroad engineer. Though the senior Benz soon expired of pneumonia, son Carl, sharp of eye and high of forehead, had already been bitten by the bug of locomotion.
Experience in other firms at Pforzheim and Mannheim qualified Benz to become a partner in a machine works in the latter city on the east bank of the Rhine west of Heidelberg. By 1872 he was not only its sole proprietor but also the proud husband of attractive and resourceful Bertha, whose dowry helped him assume the reins of the “Iron Foundry and Machine Shop”. It struggled, however, motivating Benz to create a product he could sell. He settled on the idea of making an engine.
Nicolaus Otto’s 1877 patent on four-stroke technology discouraged Benz from working on four-stroke designs, so he concentrated on a two-stroke. With important insights, he arrived at the engine that was born in his workshop on New Year’s Eve. For an hour, he and Bertha watched it run with a mixture of happiness and hope for the future. Benz became an important producer of such power units, founding the Benz & Co. Rheinische Gasmotoren Fabrik in Mannheim in 1883 to build stationary engines and experiment with a powered highway vehicle.
Divining that Otto’s patent wouldn’t long stand, in 1884 Carl Benz secretly turned his attention to a four-stroke engine. His single-cylinder effort appeared on the streets of Mannheim in 1886, powering a three-wheeled blend of steam-engine and machine-shop engineering, salted with Benz’s inspiration and determination. Its first public appearance was on July 3 along the city’s Friedrichsring. Witnesses saw the first true automobile.
Benz’s automobile was notable less for its design details than for the raw fact of its nativity as a complete running vehicle conceived and executed by one man. Its primacy as the first true automobile was confirmed by the German patent covering its design, filed on January 29, 1886, and granted later that year. Every element was designed specifically for its purpose; the Benz machine had a single front wheel because no fully satisfactory two-wheeled steering gear had yet been invented. He chose to lay the big flywheel flat because he was concerned that otherwise, its powerful Coriolis effect would impair steering.
After two years of development in 1893, Carl Benz unveiled the first four-wheeled automobile. The wheels had their knuckles and steering arms, each of the latter being connected by a tie rod to a central Y-element. Joining extensions on both sides of this were two long members that extended rearward to engage teeth on both sides of a vertically pivoted gear. When a wheel atop the gear’s shaft was turned, it also turned the front wheels.
But you say, the straight front axle carries this pivoted gear at its center. Doesn’t it jounce up and down when the full-elliptic leaf springs flex over bumps? Benz dealt with this by breaking the vertical shaft and fitting a small full-elliptic spring between its parts. This took up the vertical movement and turned while the steering column maintained its position. On February 28, 1893, this was the subject of a Benz patent on an ingenious
steering system that Daimler wasn’t too proud to adopt. Its behavior was fully in accord with the steering geometry invented by Georg Lankensperger and patented in Britain by Rudolph Ackermann in 1816-1818 period.
As the successor to the original three-wheeled Benz, the four-wheeled model essentially bolted its frontal machinery onto its forebear. It attracted the name ‘Victoria,’ used by coachbuilders for an open tourer with a folding top. A major change was the flywheel’s position, now vertical. We must assume that his first tests of the Victoria absolved Benz of any worries about it causing instability. To the right of center, its new position was, if anything, better for starting the engine — the usual means. Its single cylinder remained horizontal, pointing forward, with the bottom of its cylinder open to assist cooling.
A mixing tap designed as a fuel/air quantity regulator was on the intake tube. In conjunction with the throttle and an ignition-timing adjustment device, this allowed the engine to be regulated more flexibly according to power requirements. This was far ahead of the state of the art in vehicle engines at that time. The levers for mixture control, the throttle, and the ignition adjustment, along with the switch for the ignition’s primary current, were located below the seat of the person in charge. Such features received positive commendation from Victoria drivers. In the embrace of a rugged bronze structure, the Benz’s iron cylinder housed a full-skirted four-ring iron piston with a tubular connecting rod and steel crankshaft.
Replacing the slide-valve arrangement for induction a disc valve was now used. Unlike the first carburetor design, where the driver had to top up the required amount of fuel from the petrol tank as soon as the fuel in the carburetor itself was used up, the carburetor was now equipped with a float which automatically kept the fuel at the same level.
An advanced feature was the electric ignition of a spark plug by an onboard six-volt battery and an induction coil. Changing the engine-to-road ratios between high speed and driving uphill was accomplished by shifting the corresponding wide belts from the two stepped pulleys
on the right of the engine to the fixed or idle pulleys of the countershaft, on which the differential was also located. The rear wheels were driven by chains from the countershaft. Braking was achieved by a foot pedal and a lever that applied blocks to the rear wheels. All wheels carried solid rubber tires. As mentioned above, the Victoria’s tubular steel frame supported full-elliptic springs at all four corners.
A fuel tank was located at the front, requiring what was known as Ligroin, a light petroleum extract with various uses that could be obtained at chemists along the way. On the left of the engine was a capacious tank for water, as Victoria’s cooling system was evaporative. This mandated stops for refills, although early technical advances helped extend the distances through the use of condensers.
Opposite: Carl Benz’s patent shows the way he created a successful front-wheel steering system that suited a fourwheeled chassis. Above: Victorias also served commercial purposes, as this promotion of Kathreiner’s Kneipp Malzkaffee illustrated. Munich’s Kathreiner was a power in the land at that time.
Running up to a maximum of 500 rpm, the Victoria’s engine originally delivered 3 hp from its capacity of 1,730 cc with a bore and stroke of 130 mm. Carl Benz then increased the stroke to 150 mm, providing a displacement of 1,990 cc. The biggest step after several years of production was changing the dimensions to 150 x 165
mm for a capacity of 2,915 cc. This allowed the Victoria to improve her top speed from 11 to almost 15 miles per hour. Her weight was 1,500 pounds, complete with a folding canopy. An extra seat could be added at the front, facing the main occupants.
Benz engineer August Horch provided the following impression of what it was like to drive the Victoria: “Below the ring on the steering column were two handles. These were used to connect the drive belt from the engine to the chain drives. At the bottom left of the handlebars was a lever with which the explosive mixture was adjusted. There was also a lever to which a rod was attached, leading to the throttle valve. With this lever, you could move the valve, i.e., close it more or less, and thus make the engine run faster or slower. To the left of the driver was the handbrake. When you pulled it, it acted on the rubber of the rear wheels.
“To start the engine, a flywheel had to be turned,” Horch continued. “In those days, there was no question of cranking. You turned the flywheel until ignition occurred.
This was sometimes as exciting as it was exhausting. If the ignition didn’t work, you had to rush to the front of the car and turn the ‘mixture adjustment lever.’ If you were lucky and the engine ignited straightaway, you had to rush forward and adjust the throttle lever until the engine started running properly. Only then, with God’s help, could the journey begin.
Top: In the transition from three wheels to four Carl Benz moved the flywheel position from horizontal to vertical. Highlighted in the foreground is the ignition breaker; Right: The Victoria’s single cylinder was open at its bottom for better cooling. Oilers with plungers fed lubricants to the main bearings; Opposite: In a Vis-a-Vis version of the Benz Victoria Carl Benz and his wife Bertha were forward-facing. Carl has his hand on the lever that applied the brake blocks.
“You sat down and engaged the low speed with the lever under the steering lever,” added Horch. “This slowly pushed the belt that ran on the stepped pulley over the smaller diameter of the pulley to the fixed pulley of the transmission. The car now moved away from rest at its lowest speed of three miles per hour. When you had reached a speed of around six miles per hour you switched off the low speed and switched on the second, higher speed. Now you could
reach the maximum speed of twelve miles per hour.”
That this was a car that could be relied upon for long journeys was validated by a journey taken in 1894 by an early purchaser of a Benz Victoria. In fact, Baron Theodor von Liebieg of Bohemia’s Reichenstein was so eager to obtain one that he jumped a queue that included the Grand Duke of Baden. The son of a textile magnate, aged only 22, in October of 1893, Liebieg came knocking on the door of the Benz works in Mannheim. Obsessed with the news of serviceable horseless carriages, he piled on one question after another and asked Carl Benz if he could have a test drive.
Expecting, as he was, the arrival of the Grand Duke, Benz was smartly dressed in tails and a top hat. The automobile pioneer granted Liebieg a short test run before the Grand Duke’s arrival. After his outing, Liebieg ordered a Benz of the latest design and made a down payment of 1,500 gold marks — almost a third of the total price. Would he have to wait for the Grand Duke’s Victoria to be built? The nobleman was keen to see the new steering arrangements. “You have ordered earlier,” Benz told Liebieg, “so you will be supplied earlier.”
The Victoria was delivered to Bohemia by rail the following spring. It was handed over to the customer by Benz’s master driver Hans Thum, who acquainted the
youth with its control demands and eccentricities. Liebieg’s Victoria bore factory number 76 and was powered by a 3 hp engine. The textile magnate’s motorcar was the first to be driven in the Czech lands and only the third in the Bohemian realm.
Baron von Liebieg set himself a high goal: he intended to drive the Victoria west to pay a visit to Carl Benz and continue his journey from Mannheim to the Moselle to visit his mother at home in Gondorf. Such a trip had “been my ideal since my time as a high school student,” he recalled in the illustrated chronicle he made of his expedition. After completing some local drives, von Liebieg and his passenger, Dr. Franz Stransky, were confident that in spite of the poor state of the roads, the difficult supply of fuel, and the car’s high consumption of cooling water, the Victoria would be able to cope with such a long-distance excursion.
Early on the morning of July 16, 1894, the travelers set off via Bautzen, Dresden, and as far as Waldheim. A day later, the next leg of the journey took them to Eisenberg, and on Monday, July 18, through Jena, Weimar, Erfurt, and Gotha to Eisenach. This was followed by a two-day section without an overnight stay, which took them through Fulda, Offenbach, Frankfurt, and Darmstadt. After 26 hours on the road, they reached Mannheim,
where they visited Carl Benz. Over the next two days, the route followed the Rhine to the north and finally up the Moselle River to their goal of Gondorf on Sunday, July 22.
For their 583-mile route, von Liebieg and Stransky had taken a total of 69 driving hours. This meant an average speed of 8.5 miles per hour, respectable in light of the poor roads. They filled up with fuel at chemist shops, the Benz Victoria covering 11.2 miles per gallon. However, every gallon of its evaporative cooling system provided only 1-½ miles of travel. Soon, recirculating radiators would liberate motorists from this tedious necessity.
For four weeks, Liebieg and Stransky remained in Gondorf, which was near the Moselle River and the boundary with France and Luxembourg. During this time, they undertook a number of trips to France. In August, he and Stransky set out on their return journey. They made a longer planned stop in Mannheim to have the Victoria undergo thorough factory maintenance at Benz & Cie.
When he picked up the car to travel onward, Liebieg was impressed. “Mr. Benz punctually kept his promise,” he recalled. “When we picked up our beloved car, all ready to go, we hardly recognized it!” The Benz family accompanied the Baron and his friend on their departure for the 25 miles to Germersheim. “We said our goodbyes over the last bottle of Moselle,” Liebieg related. “After photographing the two cars, we drove on alone toward Offenbach.” All in all, the Benz Victoria completed a total of around 1,550 miles by the time it arrived back in Reichenberg.
Carl Benz fully appreciated the enthusiasm and passion of the young Baron von Liebieg. Almost thirty years later, he still remembered this key customer: “My Victoria motorcar and the Baron — they were friends who understood each other, pitched to each other like two tuning forks. On long, extensive journeys, these two friends sent their Victoria out into an attentive world and contributed a great deal to the popularization of the motorcar.”
The young aristocrat was enthusiastic about technology, also relishing the freedom that motorized individual mobility made possible. He wrote in his diary: “We chose a vehicle that frees us from petty annoyances and leaves us to direct matters for ourselves. This was the petrol motor car of the ingenious Benz in Mannheim.” Since 1946, the Baron’s pathfinding Benz has been one of the treasures of the Prague Technical Museum. As for the “ingenious Benz,” Carl was so happy with the Victoria that he drove it into the 20th century.
In 1895, Theodor von Liebieg made a second long journey with his Victoria. He also competed in motorcar races on behalf of Benz. As a result of these activities, he became an ambassador for the automobile. For example, he won first prize in a Benz 8 HP at the first Austrian International Race in Vienna in 1899, organized by the Vienna Automobile Club. Later, Liebieg became a motorcar manufacturer when he was a partner in the Nesselsdorfer Wagenbau-Fabriks-Gesellschaft. In 1923, following a merger with Ringhoffer, the Tatra brand came into being. However, Liebieg remained a loyal customer of Benz & Cie. The last auto owned by the industrialist, who died in 1939, was a Mercedes-Benz 540 K Cabriolet A.
Another Benz Victoria that made automotive history was chassis number 99, collected from the Mannheim works on July 18, 1894, by 36-year-old industrialist Alexander Gütermann. He was one of the five sons of Max Gütermann, founder in 1864 of the eponymous company at Gutach near Freiburg in Baden-Württemberg, that could later brag that “the world of Gütermann is the whole world of sewing.” Looking forward for the clan, Alexander mustered the 4,075 marks for the Benz creation.
Sharing with Richard Benz, Gütermann drove Number 99 the 75 miles to Gutach. There the family chauffeur and motor expert Gottlieb Hepp took over preparation of the latest Carl Benz creation, keeping a meticulous chronicle of its issues and solutions. Hepp was no slowcoach in his adaptation to the Benz. In fact on November 5, he was cautioned for excessive speed, being informed that he had caused the window curtains of an establishment to “flutter”. It could have been the world’s first traffic citation.
The plucky Victoria served the world of Gütermann for 11 years on private and business trips before it was replaced by another Benz. The vehicle survived as a
Left: Orange leather belts on the two drums provided the Victoria’s two forward speeds. No reverse gear was provided ; Opposite: Carl Benz’s first four-wheeled motor car of 1893, the Victoria, looked just right in this environment. This 1894 model was seen with owners Karl-Heinz and Gabriele Rehkopf.
source of stationary power in the Gütermann works until its historical value was recognized in the 1930s. This prompted a three-week stay in Mannheim for a comprehensive overhaul. Among the 50-odd veteran vehicles that gathered at the Benz works on April 16, 1933, to celebrate the creation of the automobile, the Gütermann Victoria was of primary interest. Among many speeches by luminaries, a monument was unveiled, recognizing Carl Benz as the first builder of a dedicated motor car.
When in 1958 the city of Munich celebrated the 800th year of its founding, a parade of autos through the years was part of the festivities. Your author had a good view from the shop windows of his landlord of the passing vehicles. One snap of his Rolleiflex captured the flower-bedecked Gütermann Victoria as it chugged past next to a later model Mercedes.
The Gütermanns continued to be generous with appearances of their historic Benz. In 1974, it was a static exhibit at a crafts center in nearby Freiburg. When a European Concours d’Élégance was held in 2001 at Schwetzinger Castle Park, number 99 was there. The following year, the Victoria was the oldest participant in a Swiss touring event, the Rhein-Bodensee Trophy at Kreuzlingen. Thereafter, however, the historic Benz was laid up with a cracked cylinder and a broken crankshaft. Judging this to be the end of a 115-year relationship, in 2009, the Gütermann family sold the historic automobile to businessman and motor-car collector Karl-Heinz Rehkopf. A genial personality, Rehkopf presides over the PS. Speicher, a six-story former granary that houses 2,500
motoring artifacts and “takes you on a journey through the history of mobility spanning over 200 years and guides you through all eras and phases of development.” Benz number 99 was just what he needed to anchor the beginning of this dramatic story.
Losing no time, Rehkopf’s team rectified the Victoria’s faults and entered the car for the 2010 London to Brighton Veteran Car Run. The Benz still wears the number 1 placard as the oldest car to take part. It returned to the same event in 2011 and 2012, in the first and last of its Brighton runs to have Karl-Heinz Rehkopf at its controls. The veteran auto had its longest journey in 2011 when it traveled to California to take part in the Pebble Beach Concours d’Élégance and carry away an award.
One of the travels of the number 99 Benz was short but of extreme significance. Preparations for it included a review of the car’s adventurous history by the head of an important official in Einbeck. Then on the morning of Thursday, April 19, 2019, the Rehkopfs, Karl-Heinz and Gabriele, drove their Victoria from its usual home in the PS. Speicher to the Einbeck TUV station to be inspected by its chief, Burkhard Niemietz, to qualify it for road registration. By chance, they had been accompanied there by the Einbeck police, who spotted the unique machine while on patrol.
Its qualifications accepted, the Victoria waited patiently while TUV district administrator Astrid Klinkert-Kittel applied the badges that verified a vehicle qualified to take to the road. Benz Victoria number 99 became the oldest vehicle ever road-registered in Germany, perhaps the world.
MercedesBenz
BY NOELLE MATHIEU
Nostalgia. A word that evokes emotions within individuals, touching on where they have been and what they experienced at varying stages of life. Some aspects of culture appear as characters in our mind’s screenplays, often fueled by what took place in popular culture during those moments. Growing up as a member of Generation X (Individuals born 1965-1980), in Southern California to parents of the Silent Generation (1928-1945), perusing boxes with nostalgic paper photo albums scented with time was commonplace. My mother’s blue eyes twinkled as she boasted about the 1950s white-on-white convertible she purchased while working at International Business Machines (IBM) in New York City. She was a car girl before cars had been around long enough to develop subcultures of enthusiasts.
In 1993, the ‘90s Mercedes-Benz era entered my life. A boyfriend showed up for a date in a compact coupe that radiated differently. With brilliant red paint over a shiny black leather interior, highlighted with glossy burlwood accents and Lorinser chrome wheels, the car appeared dazzling and sexier than any other I had previously seen. Jumping on the 405 Freeway heading northbound with Dr. Dre’s 1992 “Nuthin’but a G Thang” vibrating from speakers directly behind the seats, the speed of the car launching up the onramp pulled us into the dynamics of the vehicle. Dre’s lyrics almost seem prophetic, “Now, it’s time for me to make my impression felt. So, sit back, relax, and strap on your seatbelt. You never been on a ride like this before.” This art on wheels was the Bruno Sacco-designed R 129 model of the Mercedes-Benz SL series.
The experiences I enjoyed in the 90s with the then-boyfriend who became my husband were luxurious, including the many other Mercedes-Benz he brought home as an automobile wholesaler. The number I have wheeled is impossible to count, but each car I became attached to or sometimes begged to keep consistently had Bruno Sacco’s design elements.
By June 2020, the urge to purchase an R 129 developed into an insatiable need to relive better days, lighter days, and days where the SL represented good times in store for me. I had been exploring Instagram posts displaying the emerging modern classic illustrating what I yearned for, one to call my own. After consulting with my now ex-husband, he balked, “Are you crazy? Nothing but a headache!” True to form, with my salesmanship of why I felt this particular car would fit my needs, he backpedaled, “Okay, but if you are going to buy one, only buy a one-owner California car with low mileage.” That was the
blessing I needed to hear, and the hunt was on for the silver shade I perceived as the safest choice as I entered the modern classic market.
One morning, a 1998 silver SL appeared as a new listing in my email. If love at first sight exists, I experienced it that day. Silver, check. One owner, check. Low mileage, check. California car, check. Except this SL 500 had one aspect I did not put on my wishlist radar: a Sport package with AMG monoblock wheels. Heart pounding, I responded to the listing and went off to work.
The day went by, and I waited without a response. With visions of SL sugarplums dancing in my head, I made a second inquiry the following day. Yes, a reply! The gentleman selling the car advised someone had inquired before me. I thought to myself, “How could this be? I responded right away?” True to my influentially keen skills practiced through the years with my ex-husband, selling my need for a particular car, I went to work,
She was a car girl before cars had been around long enough to develop subcultures of enthusiasts
“Please, Sir, may I come to take a look before you sell? The SL 500 has been my dream car since the 1990s! I can come out to Palm Desert today.” I was off.
After successfully inspecting the car at an auto mechanic specializing in vintage Mercedes-Benz, the gentleman sat patiently outside the AAA location where I was handling paperwork. Coming outside for him when it was his turn to sign, I watched him hang up his cell phone with a perplexed look on his face, shaking his head. I asked if everything was okay, and he responded, “The other inquiry offered me substantially more money than I agreed upon with you. Don’t worry though, I like you. I know you will take great care of it.” His years of transporting the SL from his home in Los Angeles to his house in the desert by tow truck told me what I needed to know; he had properly cared for this vehicle.
Driving back to Orange County, I inserted a stack of compact discs from my 1990s and early 2000s collection.
Above: Bruno Sacco’s vision of designing a roadster that would withstand the test of time has been captured in the dynamics of the R 129. The vehicle’s eternal styling continues to capture the eye of auto enthusiasts and the hearts of Mercedes-Benz multigenerational worldwide fanbase.
Above: The iconic SL Roadster series achieved an overhaul in style and sportiness, with the R129’s innovative design highlighting the zeitgeist of the late twentieth century.
Opting for favorite tunes from when life felt more carefree, I jammed to the sometimes-scratched discs, absorbing flashbacks as I re-familiarized with the workings of my new-to-me car. I was on autopilot with my hands, knowing where to go and what to do, following the road through the desert landscape back to the asphalt of Orange County. Reflecting, though, lyrics of Tom Petty’s “Runnin’ Down a Dream” seem to describe that moment leading me to this day, “I’m runnin’ down a dream that would never come to me. Workin’ on a mystery, goin’ wherever it leads. Runnin’ down a dream.” Another pop culture icon seamlessly provides a soundtrack of having the SL in my life. Thank you, Mr. Petty. I have ran down my dream.
Now, as the proud owner of a 1998 SL 500, spare time on Instagram often leads me down the #R129 hashtag proverbial rabbit hole. The degree of nostalgia equates to pouring through old family photos, providing comforting
“My interest in Bruno’s work is more focused on the 90s... The other generations prior did not appeal to me”
emotions. I have discovered I am not alone in experiencing a passion for Sacco-designed Mercedes-Benz, nor am I, as in my ex-husband’s mind, crazy. A strong resurgence involving multi-generations is occurring. Baby Boomers (1946-1964), might be the generation that initially enjoyed the 1990s holding onto the showroom floor new steering wheels of Sacco’s Mercedes-Benz, but today, modern classics are loved, maintained, and appreciated by Gen Xers, Millennials (1981-1996), and Gen Z (1997-2012), alike. Instagram fuels a subculture of not only R 129 fans but other models reflecting the brilliant styling of Bruno Sacco, as well.
One Instagram enthusiast with notable knowledge of various 1990s Mercedes-Benz examples is @TheBenzes. (Photo Credit: @TheBenzes) @TheBenzes silver coupe caught my eye as it complements my SL like a bookend with its AMG monoblock wheels. Sacco’s characteristic styling sequence is exemplary in his S 500 Coupe. Having owned four different vehicles designed under Bruno Sacco’s leadership, nostalgia also plays a role in this Millenials allure for the brand, “My interest in Bruno’s work is more focused on the 90s, as this was during
my childhood and was an era I could personally relate to. The other generations prior did not appeal to me, though I appreciate certain models, such as the W 123 sedan.” Introduced to the R 129 by a family member who owned one, his attraction to the car was not instantaneous; however, the appeal developed over time, “My uncle had one, and I would ask to drive it, though when I was younger, I was not the biggest fan of its looks. I found the rear taillight design quite ugly. As I grew older, I found myself appreciating them more and more until I finally bought one for myself.” In capturing @TheBenzes ownership experiences, Bruno Sacco’s appeal evidences as carrying on into new generations of auto enthusiasts.
Through his modern classic ownership, @TheBenzes creates an emotionally positive connection to years gone by, “For me, it’s about escaping to an earlier time and feeling comfortable, along with the design of the car. I feel that my Mercedes is very expressive — confident yet powerful, imposing, but not audacious.” My only response to @TheBenzes is simply: “I concur”. Pulling oneself up and out from drowning in nostalgia is a known necessity when purchasing a Mercedes-Benz classic.
Maintenance meets passion meets nostalgia in the world of Instagram’s @R129Specialist, as displayed throughout the Instagram and YouTube content he creates. When I underwent the all-time dreaded hydraulic cylinder leak while closing the soft top of my SL, Jimmy Hagan enthusiastically offered an over-the-phone troubleshooting session to get the hard top secured manually. Listening to his vast knowledge of the R 129 and other Sacco examples, my mind spun with amazement. Having followed him for a bit, I was not fully aware of how intellectually invested he was in the mechanics of the vehicles. However, conversing with him over the phone exemplified his commitment to his collection and preserving 90s car culture.
Sharing his first memories of the R 129, he identified a mutual pop culture element of the memory: 90s music, “I was a teenager in the mid-nineties, growing up in the Mainline of Philadelphia and was obsessed with Rap and R&B. I will always remember 2Pac his R 129s.” Here again, nostalgia is evident in spurring a passion for the iconic style of Bruno Sacco’s 1990s SL. Discussing Sacco’s influence on Mercedes-Benz lasting brand recognition, Hagan states, “You can spot a Bruno Sacco design from a mile away. You can’t say that about any other car. Each car has character and a soul.”
Furthermore, Hagan’s connection with the roadster produces opportunities for self-care, “Every time I get behind the wheel of an R 129, it is an adventure. All of my stress vanishes when preparing for an evening drive. Whether with the top down or coupe, an appreciation for the drive, build, and stance overwhelms me. I am filled
with gratitude.” I can relate to this sentiment as I dip into my SL after not driving it for a period. The special something flowing through this automobile’s circuitry is palpable even decades after rolling off the production line in Stuttgart, Germany.
While I questioned Instagram’s @VintageBenzClub514 on the social benefits of starting a car club, he shares a mutual practice of self-care involved with driving his 1990s vintage Benzes, as expressed earlier by @ R129Specialist, “I’d say there’s a lot of good that can come from it. Enjoying the cars, enjoying beautiful weather, and having time to be transported back to a simpler era.”
Above: Breaking from the more classical tradition of earlier SL models, the R 129 now embodied an aesthetically modern design fueled by Sacco’s desire for a sportier, aerodynamic roadster; Opposite: Nostalgic excursions behind the wheel of a modern classic car embrace memories equated with lifedefining experiences shared with family and friends.
(Photo Credit: @VintageBenzClub514) The Millennial suggests further benefits of joining a car club: “You also learn a lot about your cars. Like what issues may be common and what sounds or vibrations may be normal. Or if they’re a precursor to upcoming mechanical problems, it’s best being surrounded by people who have had
The scents encased within a modern classic Mercedes-Benz instantaneously carry enthusiasts back to those memorable times.
or are having, the same experience as you are.”
Heading up The Vintage Car Club of Montreal (VCCM), he identifies pleasure in connecting with “like-minded” individuals. Reflecting on this statement, I recall hearing this same expression from Jimmy Hagan when chatting. VCCM further shares his desire to connect to years gone by: “I started going to these car shows with my uncle as a little kid, so there’s something nostalgic about being there in general that always takes me back to them.” He acknowledges his organization efforts, and attendance fluctuates with the condition and length of time involved with his current line-up, “If the car is perfect when purchased, then I’d say you may go more often
at the beginning of your ownership, but if you’ve been improving the car you may go more and more as the project reaches completion.” Enthusiast Rubin Howard echoes this sentiment on social interactions within the car culture, “I always say it’s not about the cars; it’s about the people they connect us with.” Connection to others also heavily weaves as a common thread in the online subculture; like-mindedness, regardless of age and location, permeates Instagram’s #R129 hahstag.
Collectively, I cannot help but applaud the overlapping of shared sentiments with these modern classic enthusiasts from multiple generations: nostalgia, performance, reliability, and mood elevation, to name just a few. The reflections offered by this subculture of modern classic enthusiasts active on Instagram support my opinion on the R 129 rapidly developing into a cultural artifact of the 1990s, along with Sacco’s other distinguishable automotive designs. Reviewing the sense of urgency throughout
our different stories, another element of owning a modern classic is getting in on one sure bet: Bruno Sacco’s designs are the next group of what is a classic car.
Will I buy another of Bruno Sacco’s art on wheels? I did just that while writing this nostalgic translation of what car culture defines: cultural artifacts of the twentieth century. Did the Baby Boomer ex-husband approve of me purchasing a silver W 163 ML 500 Sport to bookend my R 129? He would not discuss it, going as far as shaking for a bet our Gen Z/Millenial daughter would not be seen driving one. I won the bet. Has he paid up? Not yet.
Author Noelle Mathieu holds an Associate Degree in Anthropology from Saddleback College and is working toward a Bachelor’s Degree in Anthropology with a Biocultural Concentration from Oregon State University. As an Orange County, California native, she has followed automotive trends since her teen years.
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MAYBACH 2 002-2012
The early development intentions of the 2000s era Maybach were a demonstration of design and technological solutions for future S-Class models. It was also developed during the 1990s when Rolls-Royce and Bentley were being sold-off by Vickers Limited with intense bidding from Volkswagen AG and Bayerische Motoren Werke AG ( BMW). Daimler-Benz AG was considering acquiring at least one of the brands. Daimler-Benz AG, as the company was known during the time, instead revived Maybach Motorenbau, the ultra-luxury brand, as a testament to their century of engineering progress. The double “M” logo was resurrected, and after a strong response from the 1997 Tokyo Motor Show, the project began.
A dealer network was established in 2003, which began to take orders for delivery in 2004. The first two models available were the Maybach 57 and the Maybach 62, the model numbers reflect the respective lengths of the automobiles in decimeters. One decimeter is 10 centimeters. The 57 was more likely to be owner-driven, while the longer 62 was designed with a chauffeur in mind.
Above and Opposite: Maybach 62 is 6.17 meters long and Maybach 57 measures 5.72 meters in length. The sporty luxury 57 S has only two monochrome paintwork finishes in black and silver as standard. The shining new white colour “Antiqua White” effectively underlines the dynamic character of the high-end luxury saloon and particularly impresses passionate drivers with an outreaching performance capacity who like to drive themselves.
Erich Schmidt
Most Maybachs produced were the 57 variants delivered in the first several years. Many on the market now are multiple-owner examples, occasionally ready for deferred maintenance servicing. The tools can be difficult to source, and parts availability is spotty; we should expect to pay appropriately for the most well-loved examples. The 62 may seem as though it is merely a stretched chassis; however, there are more complex systems in the rear compartment on some variants, including the partition option and super-rare Landaulet. The Landaulet designation describes a sedan with a convertible rear roof that leaves the chauffeur covered but gives rear passengers a fresh-air option.
Who buys these vehicles in 2024? Somebody with exquisite taste, wants to be one of the only enthusiasts in your area with one, has the means to find and pay for proper servicing, and perhaps does not enjoy commercial air travel.
When they first became available they were received with varying opinions on their appearance and overthe-top luxury amenities. We suggest doing some market research, looking at the different colors, seating arrangements, etc. These were not your typical Mercedes-Benz offering, with just several option packages. Most were ordered after a deposit was taken.
Driving experience: The W 240 Development began on the W 140 chassis. If you have had any experience with a V12 W 140, the driving characteristics and feel are somewhat similar, however they are much quieter with much more power. The braking and Active Body Control (ABC) suspension are far superior to the
already superior ADS2) along with a long list of amenities. The fit and finish of every square inch of this era of Maybach is superior to anything ever built, as there is no comparison to the Rolls-Royce Phantom. You must live with and experience one of these as I have for over six months and 3,000 miles to truly understand the commitment to “next-level” quality!
These are few of the vehicles available that represent Mercedes-Benz history and a vehicle you can use and enjoy.
Production figures:
• 57: 1104
• 62: 103
• 57 S: 503 (Pre-facelifted)
• 57 S: 164 (Post-facelifted)
• 62 S: 236 (Pre-facelifted)
• 62 S: 256 (Post-facelifted)
Landaulet:
• 62 Landaulet: 8
• 62 S Landaulet: 18
Pros:
• Exceptionally refined
• Excellent highway cruiser
• Historically significant modern Mercedes-Benz
Cons:
• Costly repairs/parts and qualified technicians are limited in some areas
• Some of the technology is dated
• Deferred maintenance may be needed
Above & Below: The Maybach models show majesty in the most elegant manner. A perfect balance of classic and avant-garde features determine its special stylistic appeal.
• Due to the amount of insulation and solar panel, if equipped, cellular phone use in vehicle limited.
• Length of 62 variants are over 20 feet long and may limit use and proper storage.
By Pierre Hedary
OVERHEATING AND YOUR CLASSIC MERCEDES-BENZ
Mercedes-Benz anticipated owners of their cars to keep their cooling systems clean, with consistent coolant services, flushes and use of correct antifreeze. They also did not anticipate that their cars would sit for extended periods of neglect that many of these cars have experienced. New issues that Mercedes did not anticipate are now commonplace, and among these are overheating issues. In this article we will discuss some of these issues and what must be done to rectify them.
Radiator Constriction and Blockage
When we see classic Mercedes-Benz that have sat for a long time with little to no maintenance, undiscovered cooling system issues often rear their ugly heads. These usually occur at high speeds or in stop-and-go driving. They can occur in both hot and cold weather and can even cause additional running issues or possible engine damage. Radiator constriction is a difficult-to-diagnose issue that seems to affect these cars randomly. While cars with dirty
cooling systems are at an elevated risk, cars with perfectly clean systems also suffer from these problems. Both types of radiators (copper and aluminum/plastic) are equally affected, but these issues occur for different reasons.
Copper radiators will incur build-up in their core from hard water or old coolant. The white build-up is an issue that may not be obvious when looking inside the radiator, so we typically take temperature readings across the top and bottom of the radiator to look for an issue. We are looking for a large disparity in temperatures across the top and bottom, with variances greater than 10 degrees Celsius. We can condense this down to a rule: “A radiator that is too hot to touch on top and cool enough to leave your hand on elsewhere is probably blocked with chemical deposits.”
Aluminum radiators can fail as well, but their patterns can vary. Due to extreme variance in engine temperatures, Mercedes-Benz aluminum radiators can develop core restrictions, especially if other factors, such as a weak fan clutch, are causing overheating. The aluminum core can constrict, leading to coolant circulation issues. This was an issue on cars with OM616, -617 and -603 diesel engines, as well as M116, M117, and sometimes M103 and M104 gasoline engines. Less obviously affected engines include the OM 601, -602, and OM 102 gasoline engines.
Rectifying these issues can be difficult. For copper radiators, the obvious choice is to send them to a qualified radiator shop. However, these can be difficult to find and sometimes involve shipping the radiator out of state for repairs. Aluminum radiators are a different story. They are usually not salvageable. If we cannot find a Behr or Mercedes part, we typically buy aftermarket units from Nissens. Sometimes we have to resort to purchasing used units and hope for the best. Radiators from Nissens are made in Denmark and generally of good quality, but sometimes manufacturing defects are present.
Water Pump Issues
Aftermarket water pumps are also culpable in many cases of overheating. This has to do with the impeller design and impeller to housing clearance of some of these pumps. Issues are most common on engines with a high thermal load. These might include cars equipped with M117 engines, particularly 4.5 and 5.6 L versions, and carbureted M130 engines, which generate more heat than their injected counterparts.
Trusted brands of water pumps (other than Genuine Mercedes-Benz) include GK, Laso or Hepu. Unfortunately, many pumps, such as those for the later V8 engines, are no longer available and rebuilding is the only alternative. Water pumps can also suffer from impeller build-up, bearing failure or water pump housing corrosion. Always be careful when removing an old pump, as bolts can break
off in the housing, or even in the engine. As an aside, the worst water pumps are the ones used on the 380 and 500 models from 1981 to 1985. These pumps used a top-mounted thermostat, which caused overheating and coolant flow restriction, leading to very high operating temperatures in warm climates.
Fan Clutches
A fan clutch that is low on silicon oil and does not provide good energy transfer from the engine to the fan blade can contribute to overheating as well. This is commonplace on V8 engines and inline six-cylinder engines (especially the OM603). Most Mercedes-Benz fan clutches are serviceable and can be refilled with minimal effort. This is the better option, as aftermarket replacements are usually not very good.
Plugged Cylinder Blocks (And How to Fix Them)
Between the cylinder liners on many Mercedes engines are small coolant passages that cool the area in between the cylinder liners. These passages can become plugged and add significant heat to the engine, often causing the worst overheating in traffic or with the air conditioner running. Cleaning these out is a real challenge. The most straightforward way involves removing the cylinder head and manually cleaning them. This is typically impractical, so we repeatedly run the engines for extended periods of time with citric acid, which is readily available in its powdered form and even used to be supplied by Mercedes as a separate part. This method requires a lot of patience and does not guarantee a result. More often than not, five or more flushes are needed.
Thermostat Issues and Correct Coolant
While replacing your thermostat is recommended before throwing parts at any overheating Mercedes-Benz, some important notes that must be shared about thermostats. While the genuine Mercedes-Benz part is preferred, it is not always available. Units from BorgWarner, Wahler and Mahle are also safe, as well as NOS brands such as Behr. Some thermostats do not pass enough water to keep the engines cool, such as the units on the 4.5 L M117 engines. In this case, drilling a few holes in the rim of the thermostat is excusable but should only be done after ruling everything else out.
The best coolant for classic Mercedes-Benz is Zerex G05, which was the de facto Mercedes-Benz coolant until the recent “blue” coolant was integrated into the newer vehicles. It should be mixed with distilled or purified water or purchased as prediluted 50/50.
To the right is an ideal temperature chart for the various engines, which we have displayed to help our readers evaluate the performance of their cars.
Engine type
Temp. of concern (Abnormally high temp. with or without AC) + outside temp. of 32 C M100
Temp. without AC at 70 mph + outside temp. of 32 C
Temp. with AC on at 70 mph + outside temp. of 32 C
90C Up to 105C 110C M180 M127 M129 121/115 80C Up to 90C 95C
M108 M114 M130 85C Up to 98C 100C
M110 80-85C Up to 98C 100C
M102 M103 M104 79-87C Up to 90C 95C
OM601, 602, 603 NA 80C 85C 90C
OM603 3.0 Turbo, OM602 Turbo 80-87C 90C 100C
OM603 3.5 Turbo 90C Up to 98C 99C
OM606 85C Up to 90C 95C
OM636 -621 80C 85C 90C
W 163 M-CLASS 1997-2004 U.S. SPEC VEHICLES
In 1997, Mercedes-Benz completely redefined the luxury car segment by introducing the M-Class: a new midsize luxury SUV that would appeal to the masses. The M-Class was initially conceived as a replacement for the antiquated G-Wagon, which had been the only Mercedes-Benz SUV offering since its inception in 1979. When the new ML was launched to the public, it was unlike anything seen before. The design was functional, an excellent translation of the Mercedes-Benz design language into a more utilitarian platform. Mercedes-Benz began developing the ML in 1993 while simultaneously seeking a location to build a manufacturing facility. Vance, Alabama, was chosen as the new home of MercedesBenz United States International (MBUSI). Meanwhile, the design of the ML was finalized in Sindelfingen in late 1993 and approved by the Mercedes-Benz board in early 1994. The ML would become the first Mercedes-Benz to be built and sold in the United States.
We believe the ML makes an excellent case as a Rising Star, given that it is currently extremely undervalued and
incredibly durable. Mercedes-Benz now has a deep-rooted history with SUVs thanks to its engineering ingenuity with the first-generation ML. Enthusiasts might also find that the ML becomes much more appealing once they learn about the impressive achievements of the platform.
What makes the ML so special?
The first-generation Mercedes-Benz ML has many appealing design aspects, making it a great truck. The first of which is the platform. In proper off-road vehicle fashion, the ML is a body-on-frame SUV. Internally known as the W 163, it is a competent platform. From treacherous terrain to heavy payloads and towing capacity, the ML is up for the task. Secondly, the W 163 was designed with a very advanced permanent 4-wheel drive system called 4Matic. The W 163 featured a two-speed dualrange transfer case with reduction gearing. MercedesBenz launched the new Four-Wheel Electronic Traction System (4-ETS) on the W 163. 4-ETS is a traction control system that simulates the effect of having three differential locks by individually braking one or more spinning wheels. The W 163 even has a snorkel system integrated into a tubular frame behind the front bumper to aid in fresh air intake for the engine while the SUV is fording through water. The ML features an angle of departure of 26.0° and an angle of approach of 28.9°. Alongside these
enticing off-road design features and advanced traction systems, the ML was also designed to be safe. The W 163 was the first SUV to be sold with side-impact airbags and electronic stability control, bringing peace of mind to ML owners. The ML’s crash structure was designed using an ideology called partner protection; essentially, the structure of the ML was designed with a lowered frame to compensate for any impact energy from another vehicle. The W 163 underwent extensive crash testing during product development to ensure the new platform was as safe as possible. Not only was the ML tested for crashworthiness, but the platform was also extensively tested for 18 months across various regions and terrains. The W 163 was deemed the safest SUV of its time.’
Model History
The W 163 was launched in 1997 as the ML 320, boasting the 3.2 L M112 V6. The engine was rated at 215 horsepower and brought the ML to 60 miles per hour in 9.5 seconds. While that is nothing to brag about, power feels adequate, and longevity is practically guaranteed. In 1999, the ML 430 was launched with a 268 hp 4.3 L M113 V8. In 2001, the ML 430 was replaced by the ML 500, which featured an increased displacement of 5.0 L in the M113 motor. In 2002, the ML 320 was replaced by the ML 350, which increased horsepower and marginally lowered the 0-60 time. Regardless of engine choice, each car featured the 5G-Tronic 5-speed automatic transmission. Every engine choice in the ML is outstandingly reliable and durable. In 2001, the W 163 received a facelift which addressed styling cues such as the front and rear bumpers, headlights and taillights, new wheel options for most variants, new side mirrors, as well as a noticeable increase in interior fit and finish.
The ML 55 & Special Editions
No true Mercedes-Benz would be proper without the option of an AMG variant. The ML 55 AMG served to satisfy the need for a high-performance sports utility vehicle. Featuring an AMG built 347 hp 5.4 L M113 V8, the ML 55 can accelerate with a family of four to 60 miles per hour in 6.7 seconds sans a two-ton trailer behind it. Besides the engine and technical upgrades, the ML 55 is distinguished by a wide-body kit, special wheels, and sport bumpers. The icing on the cake is the designo Cognac Edition which finishes the ML in a beautiful shade of designo Bourbon Metallic, paired with a two-tone Charcoal and Dark Brown Nappa leather interior trim on the seats, door panels, shift knob, steering wheel, as well as Natural Poplar veneer trim.
Buying a W 163 ML
Any first-generation ML is extremely undervalued in today’s used car market. Clean examples of all MLs can be found within the $5,000-$12,000 range. The price difference between V6 and V8 cars is very nominal, and both displacements do not disappoint. The decision is yours to make, whether you prefer increased power or efficiency. Those seeking the exhilaration of the ML 55 would be surprised to find that a tidy ML 55 can be found for only a few thousand more than the previously quoted numbers. Facelifted MLs benefited from many great improvements, not only in the design of the vehicle but also in fit and finish. Earlier examples seemed to
Opposite: A heavily accessorized early W 163; Left: The warm tones of Java leather and burled walnut wood cocoon you; Above: The world’s fastest SUV: The ML 55 AMG.
suffer from subpar interior quality and materials. That being said, the design of pre-facelift MLs is much more robust. Facelift cars strived to correct the definition of what a luxury SUV should offer its customers, featuring more refined interior surfaces and cosmetic upgrades. The biggest plague of the W 163 ML is rust, so if you are looking for an ML in a four-season and salted climate, make a rust-free body your top priority. To best represent the price spectrum of the W 163 ML, The MB Market sold a 2001 ML 320 for $6,250, whereas a 2001 ML 55 sold for $13,250.
Notoriety
Prior to the W 163 M-Class launch, Mercedes-Benz provided pre-production vehicles to the production crew of The Lost World: Jurassic Park. If you have seen the movie, the ML 320s are camouflaged and reinforced with off-road bumpers, steel framing, and roof-mounted equipment. The ML’s claim to fame was excellent launch marketing and publicity for the platform. Apart from being a movie star, the W 163 ML also received call sheets for many film sets. The W 163 platform (particularly the ML 55) were converted for use as camera vehicles featuring a crane arm to aid in capturing smooth highspeed footage needed to make many great movies. In 1998 the W 163 received Motor Trend’s Truck of the Year award, and The North American Truck of the Year at the North American International Auto Show in Detroit. In 1999, the ML was also awarded the World Car Award. The W 163 ML also served as the Popemobile for a considerable length of time.
Above: The W 163 can tackle any angle and any terrain.
Left: The 292 hp 5.0 L engine catapults the new ML 500 from a standstill to 100 km/h (62.13 mph) in just 7.7 seconds.
First introduced by Mercedes-Benz in the 1950’s as a factory accessory for all of their car models, Kokosmatten (Coco Mats) were used as the original oor mat with the great bene t that the dirt and sand would lter thru and not sit on top of the mat. This bene t still holds true today. Available for all Mercedes-Benz models. Hand Made in U.S.A.
2009 Mercedes-Benz C-Class #12 Black & White
By Gary Edwards
M104 ENGINE HEAD GASKET REPLACEMENT
The six-cylinder, dual overhead cam, four-valve per cylinder M104 engine powers many early to late 1990s Mercedes-Benz vehicles. It is a great, high revving and relatively powerful engine for its day, but all these engines will require a head gasket replacement somewhere between 100,000 and 200,000 miles. The failure mode is a bit unique; instead of leaking coolant into the cylinders, the head gasket shrinks and exposes an oil passage on the right rear of the engine, leading to an oil leak on the exterior of the head. The other oil leak seen on these engines is on the front of the engine where the timing cover meets the front of the head, but repair of this leak does not require head gasket replacement.
Though doable for the home hobbyist, this is an involved job, so I’ll tolerate a significant oil leak before fixing it. The car, a 1994 SL 320, finally forced me to do this repair by also leaking coolant — there is a coolant passage adjacent to the oil passage in the head and once the head gasket had deteriorated enough that it also cracked into the coolant passage — it had a BIG coolant leak!
Since there are so many of these engines, there is a tremendous amount of information available on the
internet on this job. There are also some on-demand videos by Kent Bergsma (MercedesSource) that detail the disassembly and cleaning portions of this job. I did extensive research before I started, but I learned a lot during the job — this is not a DIY guide. Rather, it is an overview of the job, pointing out the things I learned that I wished I had known before I started.
You will need some special tools for this job. An engine lift, a load leveler, a fan removal wrench, a precision straight edge, a socket for the head bolts and a removal tool for chain guide pins are required. I found an assortment of washers was also needed to mount the lifting fitting on the front of the head. Additionally, you will want to assemble the required parts beforehand. It is important to use a Mercedes-Benz OEM head gasket, as they have been improved through the years; go ahead and get a complete head gasket replacement set. If you take off the exhaust cam sprocket as I did, you will need to replace those bolts since they are one-time-use bolts. I also bought a complete set of head bolts, though you can reuse yours if they meet a length specification — they stretch when tightened and must be discarded when they are too long. Vacuum lines will be brittle, and any vacuum hoses will be stiff; it is a good idea to order vacuum line and all vacuum hoses you need to remove. I will also replace any coolant hose that I disconnect so you might want to order those as well. You will want some plastic single-edge razor blades and plastic scouring pads for cleaning the head.
The strategy for the head gasket replacement on these engines is to remove the head with the exhaust manifolds and the intake manifold attached — this is what the factory workshop manual says and it is unique in my experience — and it is why you will need an engine lift
and a load balancer. One of the challenges, however, is that most of these engines are in ‘124s, ‘210s and ‘140s; I was working on an R 129 (SL 320) which is rare compared to the other configurations. There are subtle differences, and it is important to note that most of the internet forum write-ups are for the other chassis, and even the workshop manual illustrations are for the KE-Jetronic car as are Kent Bergsma’s videos. Since that earlier version has a different injection system there are some items not directly applicable. The factory workshop manual covers it well, but it is a little hard to follow, and there are a lot of different sections referenced. I highly encourage anyone contemplating this repair to read through ALL the workshop manual sections in advance.
You will need to position the engine to top dead center (TDC) for number one cylinder and mark the timing chain and sprockets for reference upon reassembly. This is also a good time to check the cam timing; I found two 5/32 drill bits fit the cam timing reference holes perfectly and I set these aside to use during reassembly.
Almost the first thing you do is to remove the serpentine belt. If you do not do these every day, you need to look very carefully at how you de-tension the belt, especially if the car still has the early design belt tensioner. For the early tensioner, which my car has, first you must loosen the holding bolt, then you de-tension it by turning the adjusting bolt to the left. You will certainly strip the adjusting mechanism if you do not loosen the holding bolt first. A special tool is needed to remove the radiator fan.
The tool is available separately (I found one on Amazon) or you can get a water pump fan removal tool kit which is useful for many vehicles.
One of the timing chain guides is secured by a pin that is inserted through a hole in the front timing cover. This pin must be pulled out to remove this guide. The pin is internally threaded and there is a Mercedes-Benz special tool, a slide hammer with a threaded rod, referenced in the workshop manual to remove it. I have this slide hammer and have never found it to be effective. I assembled a puller using grade 10.9 M6 X 1.0 bolts and nuts along with an assortment of washers to use for this, you will need an assortment of different length bolts, but this is a lot cheaper than the Mercedes-Benz special tool.
The timing chain tensioner is a unique ratcheting design; once it extends it cannot be retracted without removal and disassembly. As soon as you remove the chain guide between the cams at the top of the front cover, you are committed to removing and resetting the chain tensioner. If you do not reset the tensioner, you will end up with the timing chain way too tight. When reassembling it, you must ensure the piston is fully seated in the tensioner bore or you will never get it back together. If the piston falls out after you push it in, it is not fully seated — push harder or gently tap with a light hammer. It does not make sense to reinstall it until that chain guide is back in place. Reinstallation requires overcoming substantial spring force; I had trouble with this until I found a position where I could use two hands to compress it — I stood on a stool at the right side of the car with my body aligned with the axis of the tensioner and pushed on it with a socket and ratchet using both hands, so I could tighten it against spring pressure without cross threading it.
It is important to always maintain tension on the timing chain; as soon as you pull it off the cam sprockets you need to be able to tie it up (I used several bungee cords). I removed the exhaust cam sprocket to allow enough play to remove the timing chain from the cams, but you need to
Left to right: M104 Oil System Diagram showing area of leakage; Lifting the head; note the use of the load leveler; these are the two hoses under the intake manifold that I had a hard time removing and reinstalling. I replaced these hose clamps with regular Me; The Head, immediately after removal and before cleaning; Look at all the holes that need to be covered before cleaning!
have new bolts on hand since these are one-time-use bolts.
For my version of the engine (with HFM injection), the intake manifold has an upper and lower section, and the upper section is removed with the head, leaving the lower section in place. The intake manifold separates at the two big vertical rubber tubes on the driver’s side. It is important to accurately identify the hoses and electrical connections that go to the upper portion, otherwise you will end up disconnecting items unnecessarily.
I unbolted the exhaust manifolds from the downpipes, but I could not break them loose, so I ended up removing the manifolds from the head. The lack of access to the many lower manifold bolts reinforces why the exhaust manifolds are normally removed with the head; if I had known how difficult this was, I would have used heat to help get the manifolds off the downpipes. I was finally able to remove the manifolds from the downpipes after the head was off. On reassembly, if you have removed them, you must put both exhaust manifolds on at the same time (ask me how I know this).
One other item that should really get your attention — you will have to disconnect the wiring harness from the left side of the engine and lay it out towards the windshield. For cars in the degradable wiring harness years (1993 to early 1995) an original wiring harness may not survive this. Mine survived, but I did have to replace it later.
There were two hoses at the back of the head and intake manifold (one coolant, one vacuum) that I was unable to remove with the head in place due to inadequate access. I removed these after lifting the head slightly; this is important to remember for reassembly. There are also two vacuum lines on the bottom of the intake manifold that must be removed; they can be done with the head in place, with difficulty. Note, too, that the aged vacuum hoses are likely to be stiff and brittle; it is best to have some of the plastic vacuum line and replacement vacuum
hoses and just plan to replace them with new ones.
The size and weight of the head/intake/exhaust assembly make it imperative to use an engine lift to pick it all up. There is a lifting bracket on the rear of the head, but the one on the front of the timing cover gets removed when the timing cover is removed, leaving you without a front lifting bracket. I used the front bracket by bolting it to the front of the head with many washers to space it out to avoid touching the cam sprocket. Using an engine lift allows you to hoist the assembly up a couple of inches to remove the vacuum and coolant hoses I mentioned above. It is important to be very careful when cleaning the head — there are lots of openings and you do not want debris in any of them — plug them when cleaning and ensure you get ALL OF the plugs out before reassembly. The head is aluminum — be very careful not to scratch it — plastic scouring pads are a good choice, as are plastic razor blades. The block is iron, so it is harder to scratch but it still has lots of openings that need to be protected. Both
Left to right: Coolant fan removal tool kit; Bottom of head showing area of leakage. Note how thin the head gasket witness marks are in the areas of the leakage; Head gasket showing areas of leakage; View of drill bits used to check cam timing. Note also the markings on the chain and sprockets.
surfaces should be scrupulously clean, and they should be checked for warpage using the precision straight edge.
The size of the head/intake/exhaust assembly also makes it hard to see that you have the alignment correct upon reassembly — there are two alignment dowels that you cannot see, and I could not get the head to sit down on them. I finally got it aligned correctly by shining a flashlight down the head bolt holes and lining them up. I then seated it by gently tapping the head with a hammer cushioned by a block of wood. The head is so long that the rear of the head is very close to the firewall insulation; I avoided damage to the insulation by putting a stiff piece of cardboard between the rear of the head and the firewall.
The head bolts on this engine stretch with use and there is a length criterion for reuse — too long is bad (163.5 mm is the maximum allowable length for my engine). Mine were fine for reuse though I replaced them anyway. The head bolt holes in the block must be totally cleaned and dried — any liquid remaining in the hole upon reinstallation of the bolt risks cracking the block from the pressure build-up as you attempt to compress an incompressible fluid. I cleaned and dried them with Q-tip cotton swabs and paper towels, then ran a bolt down into each hole to verify cleanliness. Torquing of the head bolts is done in three stages, with the last two stages being angle torques. The amount of torque and the number of bolts guaranteed that I was worn out after head bolt torquing.
The front timing cover is a bit of a challenge to reinstall. There is no gasket between the timing cover and the front of the head, so a sealant is required. I used DREIBOND here, though Loctite 574 would be fine too. There is a seal on the bottom surface, and it butts directly into the front of the head gasket — a different sealant is required here. There is a lot of discussion on the internet about what to use — Mercedes-Benz sells a specific sealant; I used Loctite 5970. This is a common source for oil leaks on the front of these engines, as the head gasket shrinks with age and pulls away from the timing cover lower seal. This oil leak can be fixed without removing the head. It is a bit of a challenge to reinstall the front timing cover without
rolling the lower seal; I had to do it twice to get it right — you must check that this seal is in place properly after installing the timing cover. If you feel much resistance during installation, you are probably rolling the seal. When I finished and test-drove the car, I had an oil leak on the back of the head. I found one of the cam cover’s half-moon seals was leaking; I replaced the cam cover seal with an original Mercedes-Benz part and sealed the half-moons cutouts with Hylomar, which fixed the leak. The more work I do, the more I find myself using original Mercedes-Benz parts, and again, it is especially important to use an original Mercedes-Benz head gasket for this job. Working intermittently, it took me a month to complete this job. There were many places where I had to stop and order parts. If I removed a coolant line, I replaced it, if I had to remove a vacuum line, I replaced it, and I also had to replace a run of hard vacuum line that had become brittle. I stopped the coolant and oil leaks, and I learned a lot about working on these engines. This can certainly be done by the home hobbyist, and I encourage you to replace the M104 head gasket yourself.
Gary Edwards is a Past President of Peachtree Chapter and a retired submarine Captain. He is the Chair of the MBCA Performance Driving Committee and a member of the Concours Committee. He has many Mercedes-Benz, which he maintains himself.
By Ben Everest,
AN OBSERVATION MOVING INTO 2025: VALUES ARE NORMALIZING.
I find myself repeating this phrase on a daily basis, whether to other enthusiasts or in conversation with clients. It is important to note that the market is not falling, and this does not indicate that there are fewer enthusiasts. It is simply a return to our regularly scheduled program after a couple of years of pause for rapid inflation. That said, there are and will always be upcoming, outgoing, and enduring collectibles. As I write this, we are rapidly approaching Thanksgiving and the end of another calendar year. This is typically a slower time for the collector car market, although we have seen some notable sales for Q4, and a few surprising indicators.
1992 500 E
The second noteworthy sale from recent online auctions is a 1992 500 E listed by my business partner, Blakley Leonard, at the end of October via The MB Market. This car, while showing prior MLB ownership, should be paid close attention for the $54k sale price. The car showed 99k miles on the sale date, and while that is not considered “high mileage” for the car’s age, it is considered high mileage for the model. Sure, presentation is a large portion (arguably the most important) of the online auction process, and Blakley Leonard seems to have nailed the formula. On paper, however, this sale tells us that 500 E has room to run as a young collectible moving at full tilt towards regular six-figure sales.
1971 280 SE 3.5 Coupe
The first sale that comes to mind is a 1971 280 SE 3.5 Coupe listed on Bring a Trailer by Dean Laumbach. This specific W 111 featured a seven-year restoration in a timeless combination of silver over black leather. The sale price was a whopping $240k and was predominantly driven by an “open checkbook” restoration. That said, this coupe is poised to be a market leader for the W 111 coupe in general. These cars seem to be testing the correction and remain popular no matter the generation of enthusiasts.
Ready for Adventure
The Nimble, 19-foot Interstate 19X is Equipped for
Tackling All Your Travel Plans
No matter where you roam, you don’t have to sacrifice comfort and functionality. Standard AWD and rugged tires let you tackle uneven terrain, while a 208 horsepower Mercedes Benz® 2.0L Turbo Charged 4-cylinder diesel engine ensures powerful capability. And with onboard amenities like an efficient kitchen, a space-saving wet bath, and Airstream’s handmade craftsmanship throughout, Interstate 19X is the ultimate adventure van with comfort to spare.
The Last One
Online auctions seem to dominate market conversations in the digital age and it is important to note the “brick and mortar” guys are still going strong. Q4 saw a successful and noteworthy sale for RM Sotheby’s at Las Vegas by way of the LAST Mercedes-Benz 300 SL Gullwing produced. Aptly titled “The Last One” this Gullwing is finished in Fire Engine Red (534) over Crème Leather (1060) and touts Pebble Beach accolades along with its ultimate production numbers. It brought $2.4M at hammer, thus ensuring the Gullwing remains at the top of the classic collectibles list.
1987 560 SL
The Chattanooga Motorcar Festival delivered a successful auction for Broad Arrow with more than $12.3M in sales and an 82% sale-through rate. Six Mercedes-Benz models were offered by Broad Arrow and the highlight is a 10k-mile 1987 560 SL finished in a rare Pearl Grey Metallic (122) over Blue Leather. The roadster sold for $65k plus fees proving the 560 SL is likely plateauing for the foreseeable future. Nearly 50,000 560 SLs were produced and many low-mileage 560 SLs remain on the road. It’s up to the unique color combinations and provenance-heavy examples to lead pricing for the rest.
1993 500 GE 6.0
Something The Star Market Report does not get enough of is what we will call “Missed Opportunities”, cars that might have been overlooked for one reason or another or just did not sell for what they should have. In this case, we listed a 1993 500 GE 6.0 on The MB Market recently. For those who are unfamiliar, 13 examples of these Pre-Merger powerhouses were built, and this one included AMG verification, hefty service records, and known collector ownership. The kicker was a frame swap (for Norwegian tax purposes) in the late 90s. It bid to $130k under auction and didn’t sell. We are left wondering if these rare 6.0 L AMG Geländewagens are slept on, amidst the rise in pre-merger values. For those of you reading this report regularly, I encourage you to reach out with notes, questions, or topics. Unless the world stops spinning, we will always have sales, auctions, and listings to discuss, and I am looking forward to further expanding this report to meet your interests.
WONDERFUL THINGS
We at RM Sotheby’s have been very fortunate to bring many noteworthy private collections to the market over the years. Few, however, have had the mystique of the Rudi Klein Collection, known simply to the many Southern California enthusiasts who have long heard of it but were never able to access it as The Junkyard.
For much of its nearly sixty-year history, Rudi Klein’s Porche Foreign Auto Wrecking was a junkyard where countless wrecked cars were bought, sold, and carefully plucked for parts. But what cars! The Porche Foreign Auto stock featured a range of exotica, which Rudi and his family — wife, Barbara, and sons, Ben and Jason — catered to, as they traded in the kind of vehicles popular with well-heeled Californians and the Hollywood elite. Porsche, along with Mercedes-Benz, was well-represented in this incredible, sprawling open-air vault of sun-bleached sports and luxury cars. Vehicles were stacked in piles three or four high, surrounded by troves of parts – a cathedral-like wooden structure, piled to the roof with doors and windows, innumerable racks of engines, tires, and seats, all tangled in undergrowth through which
generations of curious rabbits marched, protected from the bustle of Alameda Street by the towering metal fence that challenged all who sought entry.
It was a business, yes, and parts could be acquired for the right price — but it was an open secret in this beating heart of car culture that the best objects that entered Rudi’s yard never left. For Rudi Klein himself, the German immigrant butcher turned prosperous businessman through his own time and sweat, proudly collected the great European sporting and luxury marques — and great examples of each, including a prized 300 SL ‘Alloy’ Gullwing, the fabled ex-Rudi Caracciola 500 K, spectacular Horch automobiles, and a marvelous Carrera. His handpicked treasures were usually briefly driven after acquisition, then stored away under cover, behind a heavy sliding metal door in an enclosed shed at the center of the yard — from which they never, ever emerged.
To view Rudi’s personal cars was an opportunity afforded to few; to buy them was an opportunity afforded to none. To even the most studied, determined, and ambitious potential owners, they remained solidly, inflexibly unavailable — tantalizingly near, yet so very far — even following Rudi Klein’s passing in 2001, as his wife and children maintained his tradition of privacy.
Until only several months ago.
From the moment our team at RM Sotheby’s first passed through the canyon of stacked engines, stirred clouds of dust from a 500 K which last saw daylight in 1980, and realized the thrill of a largely original, factory-black 300 SL “Alloy” sitting before us, the Junkyard has been an incredible adventure. It was a treasure trove, staggering in breadth, volume, and quality of its inventory, much of it amassed decades ago and exactly as it was in Rudi Klein’s lifetime. This auction not only sold a great, unrepeatable collection but also marked what may well have been the final opportunity to purchase cars of this special, investment-worthy caliber the way they were bought decades ago: fresh from The Junkyard, with all the dust and character untouched and intact. Each of these cars is, quite genuinely, untouched and was fresh-to-market in the truest sense.
The expected auction results were very much a toss-up. We had little idea how well the sale would do but ultimately topped just under $31,000,000 all-in, with numerous lots far surpassing pre-sale expectations. Among many stars, few were as impressive as the 1956 300 SL ‘Alloy’ Gullwing. The car, the sole factory black example, was astonishingly original and had been in Rudi’s possession for nearly fifty years. While in need of a full restoration, the car remains the only unrestored ‘Alloy’ in existence and was truly spectacular in every respect. Prior to the sale, we believed it would sell somewhere in the $4,500,000 to $6,000,000 range; ultimately, the car achieved $9,355,000, a world record for a 300 SL at auction.
Other highlights included a sublime 1962 Porsche 356 B ‘Twin-Grille’ Roadster by D’leteren with just 592 original miles from new, sold for $1,160,000, marking it as one of the most valuable 356s ever sold at auction.
Other fan favorites included a trio of Lamborghini Miura, with the three representing various stages of completion: one missing its drivetrain, another missing its front body clip, and so forth. Regardless, all three outshined their pre-auction estimates and further cemented the “barn find” as an everlasting favorite in the auction world.
Another astonishing result was the 1931 MercedesBenz 370 S Mannheim Sport Cabriolet. There was no indication of what the car might hammer at, as the prewar sector is a softening market, but against all odds, the 370 S and its pure-to-form junkyard appearance achieved an exceptional result of $500,000, soaring past its $100,000 to $150,000 estimate.
With the cars and parts now entirely sold, offered directly from their home soil in South Central Los Angeles, it was our great pride to be entrusted by the Klein family with selling Porsche Foreign Auto Wrecking’s finest inventory and Rudi Klein’s extraordinary prized possessions, from that locked shed into which no one ventured.
Over a century ago, in the same spirit, Howard Carter cracked open King Tutankhamun’s burial chamber for the first time. It is a charming legend that he was asked, “Do you see anything?” and responded: “Yes. Wonderful things.” The time has come for yet another storied and much-pursued vault to open, allowing the world at large to see and have the chance to possess Rudi Klein’s truly wonderful things.
DOROTHY
by Rodney Kemerer
In this Tales From the Garage we are going to visit “Dorothy.” At sixty-nine years old she looks pretty good, not great but pretty good. We have been part of each other’s lives for fifty years. And most would describe it as a totally co-dependent relationship. But the good kind.
It was the winter of 1973 and once again I was at the car parts counter trying my best to keep one of my less-than-reliable vehicles on the road. As I was leaving the parking lot I noticed that behind the Volvo dealer next door, was a car sitting all by itself. A bit like that one girl at the dance sitting alone and looking at the floor hoping no one will notice. I noticed.
I stopped my car and went over to investigate. Sitting totally alone was a 1951 Mercedes-Benz 220 Sedan in gloss black with a fabric interior. Not only did I want to dance, I wanted to take her home.
I went inside the Volvo dealer to get the story. It seems that months before, a woman (named Dorothy as you can guess) drove it to the dealer and bought a new Volvo but the dealer would not take the old Benz on trade. They did, however, offer to store the car outside for her until she
figured out what to do with it. I immediately called the owner and after a short conversation a deal was struck. This made no practical sense of any kind. This is the type of crazy car-guy behavior that you read about but can’t explain. I had no job, still in school, no money but yet I desperately wanted to buy a now non-running, tired Mercedes sedan. No sense whatsoever.
I did not even have a place to store the car. Not a lot of options here except to rent a tow rig, attach the car and drag it to my parents’ house. Thankfully they had a two-car garage and only one car. The perfect solution.
Then began the usual cleanup, drop the fuel tank, flush the fuel system, new fluids, new tires and back on the road. A very short-lived resurrection as it turned out. As with any old car, and particularly an old German car, there was plenty that needed attention but with zero budget,
Above: : Dorothy prepares for her journey to California; Opposite top : Mercedes-Benz promotional photograph for the 1951 Model 220 Sedan; Opposite bottom : Mercedes-Benz factory photograph of the production line for the 1951 Model 220 sedan.
none of that was going to happen. The thrill of of backing it out of that garage and driving it down the road for the first time is etched in my memory. It would have to be, because I never again drove it. For fifty years.
Yeah, I know, crazy. Like leaving your child with the grandparents as you go off and live your life. My parents took official custody of a rare non-running German sedan. This is a very interesting car from an historical point of view. It was, for Mercedes-Benz, their first “luxury car” after the war, introduced at the 1951 Frankfurt Auto Show.
A big deal for the German automaker with only 3,453 sedans produced in 1951 and never imported to North America. Looking at the car today you think it is from the 1930s with its huge fenders and running boards. It turns out that during the war all the Mercedes factories were bombed out and all that survived were the huge pressing machines that made body panels. So while the car was introduced in 1951, it wears the sheet metal of a different time. For me, that was its charm.
Over the years (pre-internet) I would save every article I could find about the car. I did store the car properly, drained all fluids, filled the cylinder head with 90 weight oil and raised the car off its wheels on jack stands to preserve its suspension. Then, time just marched on as it seems to do while we are not looking.
My father eventually died and my mother remained in the house with the sleeping Benz below her in the garage. Finally it was time for her to move on and sell the house. What to do with my car? Now it had been twenty-one years, I figured I was never going to restore it so I decided to go back to Pittsburgh where the car was stored and, dare I say it? Sell the car.
Well that is the great thing about plans and good intentions. Once I got to Pittsburgh, prepared to say goodbye to my old friend and kill the dream, a funny thing happened. I went to the garage, turned on the one overhead light, and pulled the cover off of the car. How to describe the unspoken language of car-love. It seemed to wake up and greet me with a “…where have you been?” expression. I cannot explain it.
Now you are ahead of me. I cannot sell this, this is just too cool and we have a long relationship. Perhaps this time it will work out. Calls were made, the car was prepped for its cross-country journey to my home in California. From the enclosed car carrier to a flatbed truck to being hand pushed into my garage we were finally re-united. Dorothy was now back up on jack stands waiting for re-birth.
Many people have a “someday” car project. Over the years I would suddenly think, okay this is the year. I would get estimates for a complete restoration and every year the price got higher and higher, well exceeding the value of the car. It became a hard trigger to pull. The car cover would slip over the car once again, time marched on. The car sits, protected, waiting.
Also, over the years various attempts were made to sell it but my heart never really committed. That voice inside kept saying, “Someday, someday.”
Friends, there are always friends in your life to help you see your own behavior. One of these car friends said, you know, it is unlikely that you are going to do a Full Monty restoration on this car so why not just get it running again and enjoy it as is? Cars and Coffee and Sunday drives. Not a bad thought.
A journey of 1000 steps begins with the first one. I decided to clean it up cosmetically to motivate me to move forward. An exercise in self-motivation. It seemed very natural. The first thing I thought to do was take a few bits of trim that had come off the car many years ago and have them repaired and re-chromed. The large Mercedes Star and the 220 script from the trunk lid seemed like the perfect place to start.
Reality can be startling sometimes. As I paid the bill for the two small pieces of restored trim I realized at that moment, they cost more than I had paid for the entire car. Motivation began to wane.
Dorothy loves her new jewelry, but has decide to stay indoors for the time being. It is, after all, a long term relationship.
“Dorothy” is taken from the book Tales From the Garage by Rodney Kemerer a 35 year member of MBCA.
MBCA PERFORMANCE DRIVING ACADEMY: WHAT IS HPDE AND WHY SHOULD YOU CARE?
Driving on the racetrack is fun! I love introducing people to it and seeing the light in their eyes when they discover how great it is. MBCA has not done much of this, and I don’t think most members appreciate the value of our MBCA Performance Driving Academy High Performance Driver Education Program (HPDE).
High Performance Driver Education teaches drivers to safely handle their cars on a racetrack. This is different from the various courses that have you driving school cars. HPDE involves a combination of classroom and in-car instruction. The classroom sessions cover everything you need to know beforehand, and on the track, you have an instructor in the right seat, coaching you to develop the right habits and helping to keep you safe. You learn your car’s capabilities and limitations in a safe and fun environment. No one will push you to
drive any faster than you are comfortable with. You will become a safer driver, better able to avoid dangerous situations on public roads.
In HPDE, passing is by “point by” only, which is a contract between you and the car behind, where you agree for them to pass. You designate the side for passing; you stay where you are, letting them pass you. In the
PHOTOS BY DREW WEBB AND ALBERT HICKS
Top: View just before braking zone for the Inner Loop at Watkins Glen; Above: Gary driving his 2002 CLK 55 at Barber Motorsports Park.
groups for inexperienced drivers, passing zones are specifically defined on long enough straights to ensure passes can be conducted without drama. One of my big takeaways from when I first started doing HPDE, about 45 years ago, was how much safer racetracks are than public roads. Most racetracks do not have immovable hazards just feet off the paved surface; there is no traffic coming in the opposite direction; drivers are paying attention, not texting or talking on the phone; there are usually no hazards to avoid or construction areas; and the cars are all in good condition. I became a safer (and slower) driver on public roads after spending time on the track.
We require a technical inspection of the car prior to the event. This is done using a checklist that prompts the mechanic to examine the items that must be addressed before heading to the track. The shop that services your car should be able to do this for you, and I am glad to address any questions they may have about what is and isn’t acceptable. In general, the checklist looks for adequate brake pad thickness, play in the suspension, the condition of flex discs and tires, oil or coolant leaks, the condition of the seat belts, and other unsatisfactory conditions.
Once drivers have sufficient track time, can safely deal with the other cars on the track, and can smoothly negotiate the track, they can be approved to drive solo, without an instructor. This usually takes a number of HPDE events and requires a recommendation from their instructor. After receiving a recommendation, the Chief Instructor for the event will typically conduct a check ride with them to verify that they are ready to proceed solo.
MBCA Performance Driving Academy HPDE is loads of fun, teaches you how to get the most out of your Mercedes-Benz, and makes you a safer driver. Ultimately, I aim to hold an MBCA Performance Driving Academy event at least once a year within a reasonable driving distance for many of our members. We have a long way to go before we get there, but we are organizing an event on July 28 in Alabama as part of Star Summit Birmingham. If that is too far in terms of distance or time, I encourage you to find an HPDE event near you. Many organizations are hosting HPDE events, and attending one of them is a great start. Chapters interested in organizing an HPDE event should contact me or any member of the Performance Driving Committee for assistance; we are very eager to help Chapters have safe and successful events. But I warn you — it is addictive!
Above: Terry Small’s 1976 450 SL exits Turn 2 at Watkins Glen.
Gary Edwards is a retired submarine captain, a past president of Peachtree Chapter, and the chair of the MBCA Performance Driving Committee.
BRUMOS SATURDAY SOCIAL
In November, the MBCA Southern Stars Chapter was one of two featured car clubs at The Brumos Collection’s Saturday Social in Jacksonville, FL, which occurs twice a year.
We celebrated more than a few anniversaries in 2024 and the life of Bruno Sacco, who passed in September.
We celebrated the 70th Anniversary of the SL with a 1966 230 SL purchased in 1972 at a Peter H. Gregg dealership, an award-winning 1971 280 SL, an award-winning 1989 560 SL, and a gorgeous 1998 SL 500. Also shared was a 1-of-20 produced and 1-of-4 in the USA 2001 SL 500 Formula One Edition, a 2015 R 232 SL 400, and a 2022 Mercedes-AMG SL 55. The R232 SL was the first SL designed by AMG. We were asked to share some luxury cars, so we shared a 2020 S 560 with the DE1 “Rear Seat Chauffeur Package,” the DB5 “Executive Rear Seat Package,” and many other options! We also had a couple of S-Class progenitors, including an award-winning 1971 280 SE Cabriolet with the desirable 3.5 V8, which was the final year of production. Also shared was a 1972 280 SE 4.5 sedan! We also shared a luxurious 2024 AMG GLS 63, finished in MANUFAKTUR Moonstone White! We celebrated the 45th anniversary of the G-Wagon, with an AMG G 63 in designo Mystic Red. We celebrated the 40th anniversary of the E-Class with a 2012 E 550 Cabriolet, the first E-Class cabrio with a BiTurbo V8! We also celebrated with an E-Class cabrio progenitor, a stunning 1958 220 SE Cabriolet!
BY DAVID WOMMER
PHOTOS
We celebrated the 25th anniversary of the Mercedes-Benz/AMG merger with the first AMG designed from scratch, a 2011 MercedesBenz SLS AMG, the second AMG designed from scratch, a 2016 AMG GT S Edition 1, and a 2017 AMG GT. Additional amazing AMGs included a 2003 E 55 and a 2015 C 63 Edition 507 Coupe (1 of 30 final year 2015 U.S. coupes in Iridium Silver!). Also in attendance was a 1999 C 43. When new, it was the second-quickest vehicle from Mercedes-Benz, second only to the V 12 S 600, making it the quickest V8 Mercedes-Benz sold at the time!
We celebrated the life of Bruno Sacco with a few vehicles he designed, including the two R 129 SLs previously mentioned, a beautiful 1985 300 D sedan, and Bruno’s favorite design, the W 201, which was represented this weekend by a gorgeous 1989 190 E 2.6. A 2005 R 230 SL 500 was also shared, along with the second oldest MercedesBenz on site, a 1962 190 B, among the first unibody Mercedes-Benz!
The museum was designed to take guests through two unique experiences. The first section of the collection features open cockpit racers and early automotive innovations, with the oldest being an 1894 Peugeot. Besides the cars, there are engines, vintage racing equip -
ment, and drivers’ gear. All of the cars have a kiosk that provides the car’s history, vintage photographs, and stat sheets detailing car specifications. The second area is full of Porsche race cars from 1953 to 2017. The cases in this section are filled with legendary race trophies and awards throughout the years.
The Saturday Social experience includes extra cars displayed outside, many of which are started
and driven around the campus for everyone to appreciate, from Porsche race cars to Indy cars. In November, there was a meet and greet and Pikes Peak model car signing with David Donohue, and an appearance by Brumos legend Hurley Haywood. The University of North Florida (UNF) was also onsite to display and start their Formula SAE car.
TheBrumosCollection.com
LAKE MIRROR CLASSIC
The 2024 Lake Mirror Concours and Car Show weekend, hosted around the beautiful Lake Mirror Promenade in Lakeland, FL, and throughout downtown Lakeland, was held October 18-20, 2024.
On Friday evening there was a Hot Rod Rendezvous event which is not to be missed.
Saturday was the main day, with both the Concours d’Elegance and the Downtown Classic Car Show. There were so many opportunities to see exotic and historical cars, all at no charge to spectators! The weekend concluded on Sunday, with a road tour.
This year’s featured marques were Cadillac and Mercedes-Benz. To celebrate Mercedes-Benz, one
of the cars Dana and Patti Mecum of Mecum Auctions shared was a 1936 Mercedes-Benz 540K Special Roadster with Sindelfingen “HighDoor Long-Tail” Coachwork, owned by Baroness Gisela Von Krieger for 50 years.
RENNtech and RENNtech Classics also brought some heat, including their 2017 Mercedes-Benz AMG GT. The official RENNtech Development Vehicle for the C/R 190 (AMG GT-series) RENNtech Development vehicles are used by Engineering for R&D and the development of improved performance. This includes reworked engine components (turbos, connecting rods), exhaust, ECU mapping, brake systems, and aerodynamic upgrades. They are currently producing approximately 750 HP and 650 LB-FT of torque.
RENNtech additionally brought “The Bullet”, their 2019 Mercedes-Benz AMG GT 63 S.
Engineered by RENNtech, this 1-of-1 Mercedes-AMG GT63 S was featured in DuPont Registry after breaking the gas-powered world record, clocking a blistering 9.79 sec ¼ mile time, with driver lifting pedal at 1000 ft! It can run a 4.92 sec from 60-130MPH making it the fastest AMG GT63 S on the planet, and with 1200 HP it’s the most powerful car ever built by RENNtech, it is finished in Graphite Magno Paint, with Lite-Speed Gloss Black Magnesium wheels.
RENNtech Classics shared their 1993 Mercedes-Benz 500 E 6.0. Performance upgrades were made by RENNtech in 1997 for the second owner, with approximately 6,900 miles on the odometer and a total cost of over $70,000. The engine has been upgraded to an RENNtech Stage 3 bored and stroked 6.0 L M119 V8. The Stage 3 engine conversion included forged crankshaft, forged pistons, performance
camshafts, ported and polished cylinder heads, hand-built stainless steel headers, and stainless steel exhaust system.
With the improvements to intake and exhaust efficiency, the M119 delivers excellent midrange torque and massive top-end power. Total horsepower output of 457 HP and 491 lb-ft of torque, recording an increase of 135 HP and 137 lb-ft of torque over stock power. The performance of Stage 3 Performance Package was measured by Car and Driver, resulting a 0-60 run of 4.4 seconds and a gear-limited top speed of 180 mph. It is finished in Pearl Black with a Black leather interior and shows 38,220 miles on the odometer. The vehicle includes service records, spare parts, and a RENNtech Certificate of Authenticity.
RENNtech owner and founder Hartmut Feyhl arrived with his team, and Lake Mirror Classic guests appreciated their time and talking about the engineering of the cars.
Born with a passion for motorracing and a mind for engineering, Feyhl’s career began in Affalterbach, Germany, landing his first summer job with Hans-Werner Aufrecht and Erhard Melcher at AMG in 1976, at their original facility, the old Mill in Burgstall.
At AMG Feyhl had a vital role in both the development and launch of the W124 AMG E300 6.0 “Hammer”. When AMG entered the North American market in 1986, Feyhl was appointed Technical Director
and placed in charge of car development in North America.
In 1989, Feyhl made the decision to go out on his own. He incorporated RENNtech, and set up shop in Delray Beach, Florida, with the blessing of Hans-Werner Aufrecht to serve the existing AMG VIP customers in the U.S.
The Lake Mirror Classic brings all the grandeur of a top-level Concours to Lakeland.
The 2025 Lake Mirror Classic Concours and Car Show will be held October 17-19, 2025 in Lakeland, FL. Mark your calendars today!
LakeMirrorClassic.com
1962 300 SE CABRIOLET. $176,000 OBO. 46,000 on speedo; 4-speed on floor; 4.5 diff; AC; great original condition. 617.594.7904 (Boston, MA)
1967 250 SL. $176,000. 60,585 actual miles. 5-speed. Two owners. Black/Cognac/matching soft top. Tuned 2.5 with MFI, no emissions, tall 4.08 differential ratio. Recent extensive service. Inquire for more photos and extra details. 415.609.2467 mserpe@yahoo.com (NJ)
1967 250 SE CABRIOLET. Project car. $25,000. Solid rust-free California car. Complete car with all parts. Engine rebuilt. Engine and transmission with all parts boxed up. Francis Abate. 240.401.4624.
1968 300 SEL 6.3. Euro Spec. Parts car. $5,000 OBO. Frame/floor rusted through in places. Engine, drivetrain, suspension are all there. Serial no. 250. Owned for 25 years. 240.401.4624 franciseabate@gmail. com (Steamboat Springs, CO)
1970 280 SE SEDAN. 2.8 L 4-speed auto. 30,000 miles. All original. $20,000. I have owned the car for nearly 40 years. Moss green with tan MB-Tex interior still retaining new car smell. Visor and door panel plastic shipping covers and optional Coco Mats, working Becker, original spare, jack, and tools, all manuals in OE sleeves. 25-year MBCA Member. 937.266.7675
1972 250 C. $14,000. 29,838 miles (TMU). Nice driver quality car. Owned for many years by MB Master Tech. Runs and drives very well. Older budget repaint in its original Light Ivory, green textured vinyl top and Cognac (I believe) MBTex interior. Working cold AC. Brad Hescock. 972.679.9279 brad@thehescocks.com (Memphis, TN)
1973 450 SL. $10,500. 195,000 miles. Drives good. In the family for 40 years. Needs new paint. 252.475.7359 Terry@southcoastnc.com
1976 450 SL. $16,000. Icon Gold/ Palomino. Owned for 18 years. Front end/rear end rebuilt. Transmission rebuilt. Flywheel + rear engine seal replaced. AC 134a conversion. Interior soundproofed. Top is good. vitof@bellsouth.net (Sunset Beach, NC)
1980 280 TE. Euro Spec. 129,000 miles. $18,900. imported to Southern U.S. in late 80s. Classic White/Palomino cloth. Completely mechanically sorted, excellent condition, cargo cover. Rare, heated seats. tcstraker@gmail.com (MI)
1983 300 TD. $13,500 OBO. 267,000 miles. Silver Blue/blue. Minor imperfections. Solid ride. 734.434.0414 atfreeborn@gmail.com (Michigan)
BEWARE OF SCAMMERS! Online crooks can scam you. It’s best to sell to someone you know, or to confirm the transaction with a mutual friend, like a club member. Note that cashier’s checks are easily faked. Ask for a direct bank-tobank 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.
1984 380 SL. Euro Spec. $18,500. 72,865 miles. 205 HP Black with gray leather. Stamps in maintenance book, all original paint, automatic, 134a Air-condition, nice dash no cracks, nice wood, all original nice leather seats. European 380 SLs have all double row timing chain and 205 HP. Fast! Europeanc@aol.com (Roswell, GA)
1984 500 SEC. 43,300 documented miles. $27,850 Kevin Quirk. Cell: 973.222.9063 Voice or text: 973.347.4200. kevin@p3rents.com (Hackettstown, NJ)
1985 500 SL. Euro Spec. 66,000 miles. Three owners. Immaculate inside and out. All electrical, heat/ air, etc. work perfectly. Comprehensive maintenance history. Contact for more high-res photos, maintenance records. Inquire for price. Steve Poteet. mspoteet@epbfi.com (TN)
1986 560 SL. 78,000 miles, $29,500. Black Pearl/Gray. Two previous southern owners (TN/SC). Original interior, Becker radio, tools, books, First aid kit. Extensive service history. Everything works. No rust. 30+ year MBCA member. 717.406.8015
larryt543@yahoo.com (NY)
1986 560 SL. 74,000 miles, $29,500. Desert Red/Palomino Leather. Very rare color. Original Paint & interior. Tools, books, First aid kit, dark brown soft top. Lots of recent service. Everything works. No rust. 30+ year MBCA member. 717.406.8015
larryt543@yahoo.com (Naples, FL)
1986 560 SL. $32,500. 87,000 miles. Signal Red/Palomino. Euro headlights. Chrome factory wheels. 252.475.7359
Terry@southcoastnc.com
1987 300 D TURBO DIESEL. 243,200 miles. Complete restoration in 2012-2013. Two owners. Current owner since July 1988. Complete restoration and maintenance records. Runs strong, everything works. More pictures available. $12,500. jkrice@fioptics.com (Cincinnati, OH)
1988 560 SL. 10,7388 miles. $27,500. New paint. New top. New tires. Extensive engine and suspension work completed. shartracker@sbcglobal.net (TX)
1989 560 SL. 73,049 miles. $32,000. Maroon/Grey. All original paperwork, etc. Excellent condition. All original, always garaged, and all service records available. 30+ year member. California/Florida car. Robin Wetmore. 916.425.2343
robnanddck1979@live.com (FL)
1989 560 SL. 93,327 miles. $25,000. Original paint, always garage parked and no rust. Arctic White (147) over Blue (272) interior. Car is completely original and well maintained. New tires, wind deflector installed behind seats, cabin cover for storage or parking. Matching hardtop with storage rack and cover. Everything works. Navy soft top has little to no wear, tears, or defects. Both original floor mats and Coco Mats included. Stephen Gross. 925.550.0531 stoli1331@gmail.com
FOUR BEAUTIFUL R 107s. for sale as a lot, as-is (parts cars). Towing and shipping charges not included. Make offer. 808.250.9002 alohajwood@gmail.com (Hawaii)
1989 300 CE. $12,000. 159,000 miles. California Car. Red/Tan with chrome wheels. Recent service. info@heritagegruppe.com (Azusa, CA)
1996 SL 320. 131,444 miles. $11,000. Soft top hydraulic roof cylinders 2020. Hard top has new headliner, with storage rack and cover. Soft top in great condition, but back plastic window has pulled from stitches where it folds on the sides. New transmission in 2018. My dad bought it from original owner. Many photos available to view.
Tim Kealy. tkealy@att.net (Co. Springs, CO)
1998 SL 500. $8,000 OBO. 83,000 Miles. Top cylinders and motor replaced, but still experiencing issues. Hard top and hard top stand. Cold AC and runs great. I have owned the car for over 2 years and really have enjoyed it. 229.821.0334 bbrand@princeauto.com (Sylvester, GA)
2000 CLK 430 CABRIOLET. $12,500. 54,000 miles. Recent service, new tires, new top. designo Espresso Edition. Dark Brown exterior/Fawn leather interior. 404.557.3006 thegregwbrown@gmail.com
2002 E 320 4MATIC. $2,000. 266,608 miles. Runs and drives, will not pass state inspection. Multi-contour seats, xenon headlights, navigation. Includes driver side mirror, vacuum pump, passenger side window regulator parts. 603.630.1526 bdoucette126@gmail.com (NH)
2004 E 320 WAGON. 161,000 miles. $6,500. White/Gray. Second owner. Well maintained by MB. Third row seats. Coco Mats. Very nice. Steve Weiss. 707.486.4903 weisslandsurveying@gmail.com (CA)
2004 S500 4MATIC. $6,500. 173,000 miles. Runs great, suspension has been completely rebuilt, new Michelin tires, new MB brakes and rotors, new spark plugs. This car was always dealer or certified MB repair shop maintained. 908-307-0001 (Dallas, TX)
2004 SL 600 RENNTECH. 29,342 miles. $38.750 OBO. Twin-Turbo 5.5 L V12. RENNtech R1 Performance Package. Pano roof. Heated/ventilated seats. Front and rear radar detectors. Keyless Go. Parktronic. Dual zone climate. Black/Charcoal. Wade. 615.969.7261 nature9233boy@gmail.com (TN)
2008 CLS 63 AMG. 75,000 miles. 030 Performance Package. Obsidian Black/Black. Olonzo Roberts. 914.522.5650 olonzoroberts@gmail.com (Atlanta, GA)
2011 E 350 4MATIC. 85,887 Miles. Second owner. Garage kept. Factory nav, heated seats. New tires. 769.232.5157 Josheco89@gmail.com
2012 E 350 WAGON. 79,000 miles. $20,000. Second owner, no accidents, service history since new. Premium and Luxury packages, Bluetooth, voice control, navigation, Lane Keep Assist. moserb@bc.edu (MA)
2016 AMG GT S. $69,000 OBO. 21,800 miles. Iridium Silver/Red interior. Dealer-only service. PPF front and under doors. No dents. Good tires. Two keys. Fresh service. deanalee@zoominternet.net (Slippery Rock, PA)
2017 SL 550. $50,000. 23,310 miles. Black/Porcelain. Car is perfect. I don’t drive it much, and a child is on the way. Looking for G 550. 610.306.9365 dmaclean26@gmail.com (Stamford, CT)
2020 S 560. 25,000 miles. Rare Black Ruby, designo Saddle Interior, one owner, meticulous maintenance, Carfax, most every option incl. rear chauffeur pkg, entertainment pkg, two TVs, wireless headsets, and much more. Orig MSRP $142,500, ask $65,950, Pristine. 770.773.9115 classicinvestmentltd.com
2020 S 560 COUPE. $80,000. 16,350 miles. Obsidian Black/designo Crystal Grey Exclusive Nappa leather. Driver assistance, Warmth/Comfort package, AMG Exterior package, Dynamic LED headlights, Surround View. Mint. CPO Warranty until May 2025. J. Schneider. 847.687.4262 pearsch@sbcglobal.net (Chicago)
1959-1971 UNKNOWN YEAR M 127 II. Unknown mileage. Carl Norton. More pictures available. 270.705.5455. Carl.norton1990@gmail.com (Paducah, KY)
LITERATURE/BOOKS/MISC. Sales literature from 1970 to 2022. Most all models. Send me an email for a complete list with special pricing for MBCA members, before I list on eBay. I joined the club in 1967 and have tons of catalogs and books to place in good hands. Bill Burkhardt. 913.648.1835. (Landline; no text.) wburkhardt@kc.rr.com (KS)
RIAL WHEELS/ALMOST NEW MICHELIN X-ICE WINTER TIRES. for W 205 C Class (2015-2021). $800. New spare wheel in box included. Will include a set of front WeatherTech floor mats. Wheels are 17x7 with the offset of 48.5 mm, just like stock C 300 wheels. These wheels fit W 205 C Class, without the Sport Package. Please note that they will not work on the Sport Package with larger front brakes. Contact me for additional photos. 802.825.4825 mxl556c@outlook.com (VT)
EURO SPEC W 116 ORIGINAL VDO KPH SPEEDOMETER (reads up to 260 kph). Fully functional with no issues, in perfect condition. Ready to be installed in any year W 116. This speedometer was original installed in my 1978 6.9. $165.00 delivered. 405.417.4146, call or text. wb5q2k@gmail.com
THREE AC PUSH BUTTON CONTROLS FOR SALE. $60 each. P/N 126 830 02 85. Chassis W 126 for years 1981-1985. Works for 380 SEL, 380 SEC, 300 SD, 380 SL, etc. All buttons and wheel dials have perfect graphics and worked when removed. Contact John. 909.320.0115
GENUINE R 129, W 124, W 126, W 201 PLASTIC WHEEL COVERS/ HUBCAPS. Set of four. 16 inch. PN: 1294010124. Excellent condition, 9.5/10. $150. Please pick up in Kennebunk, Maine or add $50 for shipping. They do not fit alloy wheels. Brian D. Cohen. 207.747.8128 bridgepress7@gmail.com
TOOLS: VALVE ADJUSTMENT KIT 123/126 Diesel engine Hazet wrenches, Haynes Manual, Feeler Gauges. $90 + $19 shipping. John Shea. 510.520.3717 jls2shea@yahoo.com
W 210 E-CLASS NAVY LEATHER PASSENGER SEAT. Very good condition. Removed from a 300 D. Would love to find a home for this seat. threebleggis@aol.com (PA)
1979 450 SL. $17,500. 91,000 miles. Nardi steering wheel. Tires only 1,000 miles. 2 owners. Need conversion van for wheelchair, only reason for sale. 505.688.2789
1980 280 CE. $2,500. 185,000 miles. Wimbledon white with blue interior. For restoration. Raymond 914.217.2870 (Rochester, NY) 1982 380 SL. 50,000 miles. Peggy Burris. 541.401.1326. (Albany, OR)
1987 560 SL. 89,000 miles. $32,500. Desert Taupe/Chocolate Brown leather. Impeccably maintained. Professionally reupholstered seats. Includes original manuals, safety kit, and emergency repair kit. Clean CARFAX. Excellent service history. Wendell. 336.209.2736 wendellgundlach@gmail.com (NC)
1991 500 SL. 130,000 miles. $25,000. Black/Black. Two owners. I have owned this vehicle for 26 years. Always garage kept. torbro.sal@gmail.com
1998 SL 500. Silver. 27,100. $26,500. Garage Kept 26 years. No accidents. Excellent condition. Michael Sangillo. 862.223.0079 (NJ)
2006 S 65 AMG. 40,000 miles. $32,000. Silver. Very rare, great car! Only 347 made, 612 HP, 738 ft. lb. of torque. 0-60 mph in 4.1 seconds, 0-100 mph in 9 seconds. Excellent condition. Paul. 704.539.4007 info@glasspaperweightbooks.com
2008 E 350 4MATIC WAGON.
$9,800. 94,500 miles. Flint Gray Metallic/Grey MB-Tex. Bluetooth module. Recent service. Interior 9/10. jmarkwallace1@gmail.com (Roswell, GA)
2012 E 350 CABRIOLET. 78,300 miles. Full dealer service records, garage kept, looks brand new, Iridium Silver, black top, Ash/Dark grey leather, Burl Walnut wood trim. Has all options. Tom. 773.848.3434
WANTED: 1967-1975 Mercedes 250 C or 280 C with small bumpers. Looking for the finest original, most fully optioned model available. Thank you. Longtime MBCA member Greg Hubit. (415) 517-0572 ghubitbwx@aol.com.
WANTED: W 123 Wagon. Diesel preferred. Not looking for a perfect car. Patina welcome. No color preference. Sven. 780.691.5565 parklandmbclassics@gmail.com
WANTED: R 107 preferably a 350/450 SL. The perfect car would be a 1972/73 or 1978 to 1980 in excellent condition with full service history, original paint, under 70k miles. Color preference is anything but white or black. Silver considered, but my favorite is English Red or any of the greens. rjmma413@aol.com
Primary members of U.S. Mercedes-Benz Club of America are eligible to exclusive rebates on the lease or purchase of select Mercedes-Benz vehicles. To learn more visit: mbca.org/mbusa-incentives
All MBCA members are eligible to participate in the Member Rebate Program as long as they have been members of MBCA for more than 30 days. To obtain your Rebate Control Number, please email: Info@mbca.org with the information below:
First Name, Last Name City (no spaces)
State (two digit only)
Zip Code (5 digit only)
Valid Email Address
MBCA Member ID
Please allow for 48 hours to process.
CHAPTER GUIDE
ATLANTIC CANADA
Contact National VP
MINUTEMAN
Dean Coclin
781.789.8686 mbca.minuteman@ gmail.com
NORTHERN NEW ENGLAND STAR
William Raymond w-mraymond@comcast.net
HUDSON-MOHAWK
James R. Wright
518.439.3178 hudsonmohawkmbca @gmail.com
NIAGARA
Michael D’Ambrosio 716.390.9816 mpjda3@gmail.com
FINGER LAKES
Contact National VP
OTTAWA
Thomas Lang 613.596.5460 tlang1@sympatico.ca
MONTREAL
David Peebles 514.941.5320 unimog@securenet.net
TORONTO
Peter Spitzer
905.599.5770 mbca@spitzerinc.com
SOUTHERN STARS
Gary Keener
904.635.9888 gary.keener @mbcasouthernstars.com
CENTRAL FLORIDA
Robert Hartmann
407.913.6134 (h) hartmann.r@att.net
SOUTH FLORIDA
Contact National VP
ROAD STAR
Barry Paraizo 561.310.8957 ferrbp@bellsouth.net
SOUTHWEST FLORIDA
Christopher Pakietur 239.287.1368 cpakietur@gmail.com
TAMPA BAY
Greg Watson gwatson511@verizon.net
CONNECTICUT/ WESTCHESTER
Winthrop E. Baum 203.858.6300 win@winbaum.com
NORTHERN NEW JERSEY
Greg Thorne get0455@yahoo.com
SOUTH JERSEY
Ernest Schirmer 609.895.1611 eschirmer@ieee.org
NEW YORK CITY & LONG ISLAND
Oliver Seligman 917.763.0178 (c) 212.510.8293 (h) mogs05@aol.com
KEYSTONE
Marty Rexroth 717.764.0624 marstang@aol.com
NORTHEASTERN PENNSYLVANIA
Roger Egoff RAE4@psu.edu
DELAWARE VALLEY Contact National VP
BLUEGRASS STARS J. Anne Gilliland mbca2023jag@yahoo.com
NASHVILLE Randy Bibb 615.259.1349 rbibb@lewisthomason.com
SMOKY MOUNTAIN Contact Regional Director
MEMPHIS Michael McHann mike@eccotek.com
CINCINNATI Contact National VP
INDIANA CROSSROADS
Roger Brummett 317.721.2784 roger@metroelevator.com
ST. LOUIS GATEWAY
Rick Siefert 314.435.1903 rick.siefert@att.net
MISSISSIPPI Mike Marsh 601.946.1950 mike@marshmarketing.ms
GREATER WASHINGTON
Rugger Smith 703.861.0402 prsmith3@msn.com
CENTRAL VIRGINIA
Todd Lusby tlusby@gmail.com
VIRGINIA
Peter Spring 757. 274.7423 prspring@me.com
TRIANGLE
Christopher Smith cdsmith74@gmail.com
TARHEEL
Barry Huff bdh@triad.rr.com
CAROLINAS
John Hemeline mbcacarolinas.president2022@gmail.com
PEACHTREE
Rusty Duncan 404.414.9091 rusty@xxlerate.com
ALABAMA-NW FLORIDA Jim Sparacio 205.243.7727 jim506@charter.net
CENTRAL GEORGIA
Thomas Couch 78.741.9014 tommycouch@live.com
PITTSBURGH
Sandra Turko 742.527.0838 mbcapghchapter@ gmail.com
CENTRAL OHIO
Dennis Barry lexi500@aol.com
NORTHWEST OHIO
Branton Pardee 419.215.1696 techdada@yahoo.com
WESTERN RESERVE
Rod Thompson 440.247.2853 renold.thompson @clevelandship.com
THREE RIVERS Kenneth Long k.long2510@yahoo.com
INTERNATIONAL STARS Don MacDonald 248.647.8430 don.macdonald1@ gmail.com
WESTERN MICHIGAN
Matthew Short 269.760.7204 mshort2@gmail.com
WISCONSIN
Bruce Hamilton 608.754.6066 n12em@sbcglobal.net
CHICAGOLAND
Chet Szerlag ctszerlag@gmail.com
CENTRAL ILLINOIS Bernice Haverhals bhaverhals@yahoo.com
MINNESOTA
John Jacobson 651.690.5115 benzboy@comcast.net
IOWA HAWKEYE
Michael Kaldenberg kaldenberg.family.pc @gmail.com
KANSAS CITY Rich Carlson rich@kcmbca.org
DESERT STARS
Debbie Ichiyama 808-282-5249 dichiyama@me.com
CHAPARRAL
Ruth Richard Mahoney Thunderheadmorgans @hotmail.com
LAS VEGAS
Steven Misner stevemisner@gmail.com
LOS ANGELES Brigitte Trapp brigittetrapp@me.com
ORANGE COUNTY Chris Shank mbcaorangecounty @gmail.com
SAN DIEGO Michael Cooper 760.650.6206 michaeldenise1212 @gmail.com
CHANNEL ISLANDS Peter Samaha 805.890.8489 psamaha@msn.com
NEW ORLEANS Sandy Downing 504.813.3086 sandown60@aol.com
OZARK Dennis Anderson 479.295.8008 dt.anderson@cox.net
CENTRAL OKLAHOMA Jeff Leatherock 405.306.9495 leatherock@aol.com
EASTERN OKLAHOMA Nathan Armer naskespy@aol.com
NORTH TEXAS Jerry Chenault jerr3111@msn.com
FORT WORTH DJ de Jesus 817.732.8773 djdejesus@charter.net
HOUSTON Erroll Hines eahines@aol.com
LONE STAR Ginny Pitzen ginnypitzen@yahoo.com
TEXAS HILL COUNTRY John Briggs johnrb2018@gmail.com
HAWAII Contact National VP
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 doses@stifel.com
MILE HIGH
Whitlow Wong WhitlowWong@comcast.net
PIKES PEAK
Steve Dierks 719.659.9959 Steve.Dierks@gmail.com
NEW MEXICO
Contact National VP
IDAHO
Robert Heath 208.599.3334 rwheath75@hotmail.com
SEATTLE
David Glass 425.869.6706 davidr.glass@att.net
PORTLAND
George Larson larsg1f@gmail.com
Director at Large Jeffrey Hirst
Director at Large John Kushnerick
ALBERTA Satellite to British Columbia Chapter
BRITISH COLUMBIA Sean Clark elsida@yahoo.com
VANCOUVER ISLAND
Robert Watson
250.652.5667 mbca.visland@gmail.com
USEFUL CONTACTS
MERCEDES-BENZ USA
Customer Assistance
800.367.6372 (U.S.)
800.387.0100 (CANADA)
CLASSIC PARTS & INFO
866.622.5277 classicparts@mbusa.com
BUDGET
Charles Woods Central Oklahoma Chapter charlesbwoods1@ gmail.com
GOVERNANCE
Ernie Fancy Minuteman Chapter 508.377.8286 fancyer@cox.net
Jeff Shlinder BC Stars Chapter jeff.shlinder@telus.net
Director at Large Steve Ross
NATIONAL CONCOURS
Jon Bernardi San Diego Chapter Jon113sl@att.net
PERFORMANCE AND BASIC DRIVING SKILLS
Gary Edwards Peachtree Chapter gary@gwedwards.org
Director at Large Drew Webb
Secretary (2024)
William L. (Bill) Parrish, Jr. Tarheel Chapter
Director at Large (2024) Ernie Fancy Minuteman Chapter
Treasurer (2024) Charles Woods Central Oklahoma Chapter
Chairman (2024) Drew Webb
Northern NE Star Chapter
PERSONNEL
Cliff Reyle
Memphis Chapter 901.754.8574
cliff.reyle@ youthvillages.org
PHILANTHROPY
Rachelle Brummett
Indiana Crossroads Chapter 317.989.2843 rachelle.mbcaindianacrossroads@gmail.com
STRATEGIC PLANNING
Julie Bruggner
Three Rivers Chapter 260.348.1369 julesslb@msn.com
TECHNOLOGY
Diana Quinn
Peachtree Chapter 847.867.0620 dianaquinn@me.com
Chairman (2025) Charles Woods
Director at Large David Abarr
Treasurer David Wommer
Secretary James Roberts
Vice Chairman Diana Quinn
WeatherPeak
Blizzak
