Southwest Star Magazine 2017 1st quarter

COVERING YOUR CARS & YOUR EVENTS VOLUME 5, NUMBER 1

The Pagani Roadster 2018 E-Class Coupe 718 Boxster & Cayman A pre-Mercedes-Benz, Benz Mercedes Black Series Bathurst F1 AMG Performance Center W123 Coupe

We don’t know if you can handle much more, but that’s here too.

The Southwest Star Magazine – your cars & your events

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The Southwest Star Magazine – your cars & your events

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12 The Pagani Roadster 18 The all-new E-Class Coupe

26 Porsche 718 Boxster and Cayman 30 A pre-Mercedes-Benz, Benz 40 Black Series 50 Mercedes & Porsche at the Bathurst 12 Hour 62 Formula One 68 The next gen 911 72 Record Setting GT R at the Nordschleife 74 Rumors and innuendos 76 Forced Induction 80 New Diesels 84 The AMG Performance Center Tokyo 90 International 190SL Conference 94 SoCal Meets 100 A look back at the W123 Coupe 104 Upcoming Events

The Southwest Star Magazine – your cars & your events

The Southwest Star Your cars & your events February 2017 Subscribe

The Southwest Star Magazine is published four times per year by Fitzhugh Media Santa Clarita, California, USA www.fitzhughmedia.com info@fitzhughmedia.com

Editorial Editor in Chief Marcus Blair Fitzhugh Managing Editor Veeann Hegreberg Creative Director Karcy Bowles Motorsports Editor Kevin Ehrlich

Special Thanks to Mercedes-Benz Mercedes-Benz USA

Legalese Mercedes-AMG Daimler AG Mercedes-AMG Petronas Motorsport Porsche Pagani Automobili Jay Leno The Antique Automobile Club of America MBenz Society

Features editor Mary Fischer

Mercedes-Benz Club of America

East Coast Bureau Chief Wendy Fitzhugh

Hollis and 217th Street

Creative Consultant Sean Fitzhugh Contributors To This Issue Tony Brown Oskar Kirsten Big L Media Jay Pill

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by Fitzhugh Media and we welcome all contributions.

Any and all items submitted to The Southwest Star Magazine will become the sole property of The Southwest Star Magazine and are subject, but not limited to editing, comments, and titles.

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The publishers of The Southwest Star Magazine believe the content of the magazine to be reliable and correct at the time of publication. We do our best but no representation is made as to the accuracy hereof as this magazine is subject to errors and omissions.

With that in mind, neither the publishers nor contributors can be held responsible for any effects arising from the content of The Southwest Star Magazine. This may include but is not limited to excessive time spent tinkering with, admiring, discussing, or dolling out money on Mercedes-Benz and/or Porsche vehicles. The views expressed in The Southwest Star Magazine are those of the individual contributors and not necessarily those of the publisher.

Advertising is accepted with the understanding that it is accurate and does not contravene the Trade Practices Act. Inclusion of an advertisement should not be construed as an endorsement by The Southwest Star Magazine, the publishers or contributors.

The Southwest Star Magazine is independent of Mercedes-Benz, Daimler AG, its subsidiaries, Porsche, all car clubs and their associated sections. Neither Fitzhugh Media nor The Southwest Star Magazine is responsible for any claims made by its advertisers or partners. In addition, neither Fitzhugh Media nor The Southwest Star Magazine is responsible for injuries, losses, or damages, to property or self.

All that said, feel free to contact Fitzhugh Media at Info@FitzhughMedia.com Š 2005 Fitzhugh Media

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The Southwest Star Magazine – your cars & your events

From the editor’s desk

e’ve made several changes in the past few issues and more are in the works. The changes are being made because to a certain degree, we get what we tolerate.

In the past we’ve tried some things that have worked wonderfully. However, we have limited tolerance for what hasn’t panned out.

That isn’t a new approach. We have the same outlook in many areas of our personal lives.

Our favorite hotels are “our favorites” because we enjoyed our last stay. When you open The Southwest Star Magazine, we want you to enjoy your stay. To pull that off, we know we can’t give this magazine our second-best effort.

That begs the question - What if your best really isn’t that good? One answer is; get better. Five years ago, we launched The Southwest Star Magazine. We can safely say, “we’ve improved”. Looking back, we’ve been on an upward trend since that first edition went to print. We’re currently at the point where almost a half-million of you take the time to read each issue. Now that you’re here, we have a vested interest in keeping you captivated. You won’t tolerate a substandard publication, so we have an obligation to make each issue better than the last.

We’re moving ahead, so buckle up. We’re laying the hammer down.

Marcus Blair Fitzhugh Page | 8

The Southwest Star Magazine – your cars & your events

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The Southwest Star Magazine – your cars & your events

agani rolled out the Huayra Roadster and I went into a trance.

This car is

intoxicatingly gorgeous. I’ve seen the Huayra coupe, so you might be wondering, “How much better looking can the Roadster be?”

The Huayra Roadster is so

stunning, it should come with a warning; “Caution, looking directly at the Huayra Roadster may cause trance-like side-effects. Depending on your vision, the effects may last from a few minutes to several hours.” It’s like Pagani has figured out a way of administering the most addictive drug on earth, right through the eyeball.

Until I saw the Huayra Roadster, I thought the Huayra coupe was everything anyone could Page | 12

By Jay Pill | Photos courtesy of Pagani Automobili

possibly want in a supercar. It has the Mercedes-AMG V12, styling that deserves floor space at The Met, and the interior is an electromechanical jewelry store. And not just any jewelry store. It’s like Tiffany’s, Alexis Bittar, and Harry Winston’s best designers all spent time at Pagani R&D. The Huayra coupe is royalty on wheels, but this article isn’t about the coupe. It’s about its successor; The Huayra Roadster.

For those who don’t know, last summer Pagani held a private party. Everyone invited was considered an influential customer. The attendees were shown the new factory and the Huayra Roadster. Both the factory and the car important. The new factory is important The Southwest Star Magazine – your cars & your events

because the old facility had a capacity of about 100 cars per year. The new facility is in San Cesario sul Panaro Italy, and it can produce up to 300 vehicles per year. That’s especially important because the world needs more Pagani automobiles.

The Huayra Roadster project began in 2010. Three years later, they threw everything in the trash and started over. Why? Simply stated, this type of precision takes time.

Flash forward to 2017 and The Roadster will make its grand

entrance at the Geneva Motor Show.

“If we think of the Huayra Coupe as a personification of elegance and timeless lines, the Huayra Roadster was to be the rebellious sister, shapely and beautiful, but with a sharp edge for those who are careless.”

- Horacio Pagani The Roadster will roll into the Geneva Show powered by the same hand-built MercedesAMG V12 as the coupe. This six-liters of bi-turbo’d madness produces a staggering 764 horsepower and 740 poundfeet of torque. Although built

by Mercedes-AMG, this is a Pagani-specific engine; it’s the M158. There are some similarities to the M285. Both Page | 14

are six-liter V12s and have dual turbos, but the M158 has unique pistons, turbos, intake, exhaust, and a reprogrammed ECU. The Roadster’s power is routed to the rear wheels through a transverse mounted, sequential seven speed transmission built by XTrack. The transmission has a dual plate clutch. A dual clutch system would have yielded a minor improvement in shift-time, but it would have weighed 40% more, with the excess weight behind the rear axle. This would also have increased overhang, which would have impacted handling.

“From the beginning, we set for ourselves some rather ambitious targets. The first, from a technical point of view, was to make a Roadster that would be lighter than the Coupé, which was already the lightest hypercar on sale at the time...”

- Horacio Pagani Weight is important because the topless Huayra weighs 2,822 pounds. That’s 176 pounds less than the coupe. This is unheard of. The additional bracing to stiffen the chassis almost always makes convertibles heavier. Pagani was able to pull this off because they’re constantly refining their cars. The development that went into the Zonda R became the technology used in the Huayra coupe. Similarly, the development that went into the The Southwest Star Magazine – your cars & your events

Huayra BC was the staging ground for in the Huayra Roadster. The payoff was increased torsional rigidity and a 52% increase in stiffness – and that’s in a car that weighs less and has no roof.

To keep this lightweight carbon composite masterpiece planted, the Huayra Roadster has active aerodynamics. Four flaps move independently, maneuvering the surrounding air to increase downforce.

The Huayra Roadster’s performance numbers haven’t been

announced, but we’re pretty sure anything without active aero will quickly fade in the rear mirror.

If you’re wondering what a Huayra Roadster costs, fuggedaboutit. Even if you have the two point four million dollars, they’re only building 100, and those are all sold.

“Engaging in such a challenge, to make just 100 cars, has meant an impressive effort for a company like ours, from a technical, human, and economic point of view.”

- Horacio Pagani

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The Southwest Star Magazine – your cars & your events

by Marcus B. Fitzhugh Photos courtesy of Mercedes-Benz

he new E-Class coupe was unveiled in mid-December and wow.

This is a complete redesign and it’s everything we wanted. The E is positioned between the C and S-Class coupes, so there are similarities among the models. The body has clean lines with pillarless sides and the rear quarters are much less busy than the outgoing model. The lighting is all new. The front uses multibeam LED headlamps, and the back has very flat LED taillights. Aside from illuminating dark roads, Mercedes-Benz uses the lighting for something called the “welcome feature”. When the car is unlocked, the taillight LEDs illuminate successively from the center of the vehicle outwards. When Page | 18

the vehicle is locked, the light sequence runs in the opposite direction. While the rears are in motion, the headlamps quickly flash a blue fiber optics display.

The new coupe has a lot more in common with the E-Class sedan than the prior model.

Compared to the previous E coupe, the new model has a wheelbase that’s 4.4 inches longer, and a body that’s 5 inches longer overall. It’s also 3 inches wider, and 1.5 inches taller. The increased exterior space made room for a larger interior. The car is still a fourseater, but the rear seating is more spacious. Rear legroom was increased 2.9 inches, rear shoulder room is over an inch wider per side, and there is over a half-inch more rear The Southwest Star Magazine – your cars & your events

headroom. There is also an additional half-inch of headroom in the front, as well as 1.5 inches of additional shoulder room.

The extra space allowed Mercedes-Benz to renovate the interior. Like the sedan, the two optionally available high-resolution 12.3‑inch displays really stand out. They’re merged together as a single widescreen cockpit. Using the smartphone-like pads on the steering wheel, the instrument cluster can be displayed in three different styles; "Classic", "Sport" and "Progressive". This new instrument cluster flows from the driver to the center of the dash,

where it sits over four circular air vents. The vents in the coupe are different from those in the sedan. They appear to have more of a turbine-like theme. Below the vents is the center console which holds the new switchgear. The old controls were nice, but these are a leap forward.

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Being an E Coupe, “loaded” is standard fare. The new E has COMAND with navigation (map updates and live traffic are free for the first 3 years), 64-color selectable ambient lighting, keyless go, split folding rear seats, PRE-SAFE, active brake assist, power seats with memory and lumbar controls, rearview camera, and a long list of other standard equipment.

E400 Coupe Engine

E400 4MATIC Coupe

Biturbo V6

Biturbo V6

2,996

2,996

Rated output (hp @ rpm)

329 @ 5,250 – 6,000

329 @ 5,250 – 6,000

Rated torque (lb-ft @ rpm)

354 @ 3,500 – 5,250

354 @ 3,500 – 5,250

5.2

5.5

130*

130*

Displacement (cc)

Acceleration 0-60 mph (sec) Top speed (mph)

The introductory model will be the E400 Coupe and it comes with the familiar dual overhead cam, biturbo V6. This engine produces 329 horsepower and 354 lb-ft of torque.

Although this is the same engine that was offered in the previous model, the new E coupe gets the 9G-TRONIC transmission.

With better gearing than the previously offered 7G-TRONIC, the new model is faster and more fuel efficient.

The only

driveline option is whether the car is equipped with standard rear wheel drive or with 4MATIC all-wheel drive.

The Southwest Star Magazine – your cars & your events

That’s bad news for those who were ready to write a check for a 600+ HP AMG E Coupe S. Like everyone else, we’re anticipating an optional AMG V8, but hasn’t been announced yet. Our deviant nature will have to be satisfied with the standard six for now.

Sometime soon, we expect our favorite inline six to arrive. We haven’t been told which models are getting it first, but we hope it’s the E. The new six is called the M256, and unlike most inline sixes, it doesn’t have packaging issues. Everything that normally hangs off the front of an engine is powered by electricity. This allows the AC compressor, water pump, and power steering to be moved out of the way. Since they’re not needed, the drive belt and pullies aren’t there either. This allows the engine’s 408 horsepower to focus on one task; powering the wheels.

In addition to the new packaging, The M256 has a unique turbocharger arrangement.

Everyone wants a turbo with fast spool time. Even people who know nothing about turbos, know they don’t want to wait for the power to come on. Smaller turbines spool up faster than big turbines, so their power arrives quickly. However, bigger turbines produce more Page | 22

peak horsepower. The question then becomes, do you want some power now or a lot of power later? For the M256, the answer is “yes”. Rather than waiting for engine revs to produce exhaust pressure, the M256 uses an electric compressor to help build boost until suitable exhaust pressure can power the turbine. In addition to the increase in power, this new engine design is more fuel efficient. Sadly, the M256 isn’t an option yet.

The new E is suspended with active dampers and coils, and Air Body Control is optional.

Thankfully DYNAMIC SELECT is standard. This allows us to turn off the accursed ECO Start/Stop function. DYNAMIC SELECT also allows five different transmission modes and can influence throttle response.

The new coupe is expected to be at dealers next summer. Pricing hasn’t been announced, but the coupes are typically 5% more than sedans, and the sedans start at $53,100.

E-Class Sedan

E-Class Coupe

2016 Coupe

Difference

Vehicle length (in)

193.8

190.0

185.2

+4.8

Vehicle width (in)

72.9

73.2

70.3

+2.9

Vehicle height (in)

57.8

56.3

55.0

+1.3

115.7

113.1

108.7

+4.4

Wheelbase (in)

The Southwest Star Magazine – your cars & your events

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The Southwest Star Magazine – your cars & your events

by Jay Pill | Photos courtesy of Porsche

ast summer the Boxster and Cayman were given a refresh and a slight name change.

Now they’re called the 718 Boxster and the 718 Cayman.

718 plays

homage to the 718 Porsche race cars from the 1950s and 1960s. This wasn’t a minor update. They received new bodywork, renovated interiors, and their flat-sixes were replaced with turbo’d flat-fours.

There are two turbocharged flat-fours available and both come with a substantial boost in power. The base 718 Boxster and 718 Cayman come standard with 2-liter turbocharged flat-fours that produce 300 horsepower and 280 lb-ft of torque. This is a 35 horsepower Page | 26

geometry for reduced lag, although it makes less boost than the standard engine; 14.5 psi versus 20.3.

A six-speed manual is standard for both cars, with the sevenspeed PDK dual-clutch gearbox being an optional extra. In addition to being more powerful, the new turbo-fours are also 14 percent more fuel efficient than the outgoing sixes.

Porsche lists the same performance numbers for both 718s. Standard models with a manual accelerate from 0-60 in 4.9 seconds, 4.7 for the PDK, and 4.5 for the PDK with the Sport Chrono package. Manual equipped S models accelerate from 0-60 in 4.4 seconds, 4.2 for the PDK, and 4.0 for the PDK with the Sport Chrono.

increase, and a 74 lb-ft boost in torque over last year’s 2.7 liter flat-six. The 718 Boxster S

and

718

Cayman

S

have

2.5-liter

turbocharged flat-fours, and those make 350 horsepower and 309 lb-ft of torque. The S makes 35 horsepower and 43 lb-ft of torque more than the previous 3.4-liter six. are

single

turbo

units,

but

there

Both are

differences. The S uses a variable turbine The Southwest Star Magazine – your cars & your events

The increase in power opened the door for a brakes upgrade. The old 981 Cayman/Boxster S brakes are now standard, while the 718 S has the Carrera’s brakes.

Handling improvements include better stability with half-inch wider wheels, and the optional PASM lowers the standard 718 Cayman by 0.4 inches and the Cayman S by almost 0.8 inches. Also, the new electronic power steering systems are 10% more direct.

Externally, both cars have new bumpers, wider air intakes, redesigned daytime Page | 28

running lights, and new headlamps. The sides have new character lines above and below the side intakes, new side skirts, door handles, mirrors, and wheels. The rears have new redesigned deck lids and taillights.

Save for the roof, the Boxster and Cayman share the same interior layout. The dashboard has been revised and has new instrument clusters, vents, and a new steering wheel.

Porsche Communication Management is standard with cell phone access, audio interfaces, and the 110-watt Sound Package Plus. Optional equipment includes voice activated NAV, Connect Plus for web access, Apple CarPlay, and Porsche Car Connect.

The big question is, how do they drive? Compared to the 981, they make a lot more power. The standard 718 is as fast as the old 981 S. This is unmistakable in the low and medium rev range. The new 718 suspension has more grip, better steering feel, and superior brakes. As expected, the engine sound is completely different. Those with a 981 will probably prefer the sound of the six at higher revs, but the 718s are newer more refined cars. If you’re wondering about the differences between the Cayman and Boxster; having a roof, the Cayman is a lot more rigid. Other than that, they’re the same car.

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An early aerocar with Benz and Mercedes his

fficial history records the merger of Daimler and Benz in 1926. What you may not know is that the fortunes of the two companies crossed briefly years before thanks to wealthy amateurs in England who sought to resume motor racing after the conclusion of the First World War. After hostilities ceased in November 1918, nations directed their energy and efforts elsewhere.

For

those inclined towards motor racing, war equipment was repurposed and “aerocars” made good use of powerful and reliable airplane engines.

In England, racing at the famed Brooklands resumed in 1920 after repairs were made to the facility.

Originally opened in 1907, Brooklands was a major center of aviation. When the war came, it was used extensively for manufacturing airplanes and training pilots to fly them.

But after the war, places like Brooklands and people like Louis Zborowski re-energized the motor racing.

Zborowski, who inherited a fortune as a 16-year old, did what any teenager would do with a bottomless bank account and an open race track – he built racecars and went racing.

Zborowski’s racing exploits deserve a story by themselves, but for purposes of this story we’ll focus on the aerocars he built that were known as “Chitty Bang Bang” cars. There is some debate about the Page | 30

story gets an engine overhaul a century later.

origin of the name.

story and photos by Kevin Ehrlich cover photo courtesy of The Antique Automobile Club of America

Two possible theories suggest

the name came from the sound of the cars or in tribute to British female aeronautical engineer Letitia Chitty. The more likely origin of the name was a lewd song popular among British military men that meant something to them, but wouldn’t have been known beyond their circles.

Zborowski built several “aerocars” which ran over 100mph and won a few races. He also encountered a few accidents and incidents, so only one of the original Chitty cars survives.

Amidst this excitement, a wealthy Englishman named Lord Scarisbrick commissioned a car of his own to go racing in 1921 or 1922. The project combined a 1907 Mercedes chassis with a Benz Bz.IV 6-cylinder engine from about 1916 or 1917.

Lord Scarisbrick apparently paid £1600 to the London company of C.H. Crowe & Co. to build the car, including a custom £160 Bosch starter motor. The price tag easily exceeded the cost of all but the most expensive houses and cars at the time.

Roughly

equivalent to $8000 in 1921, the tariff in 2017 dollars would likely be in six figures.

The car was a credible racing machine.

Lord

Scarisbrick ran it at places like Brooklands and the beaches of Fanoe in Denmark.

It ran 113 mph at

Brooklands and won several races.

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Lord Scarisbrick couldn’t have realized it at the time, but his machine was the precursor to the products that we know as Mercedes-Benz and likely one of the first to combine the marques in some fashion. His car was created several years before Daimler and Benz formally combined in 1926, like the many other smaller German companies looking for sufficient scale to survive in a post-war economy.

The Mercedes brand name was a

property of Daimler which also started the tradition of the three-pointed star in 1910.

The 1907 Mercedes chassis likely came from a chain-drive “75� road car.

Its frame

required five additional cross members for strength for the race car, but the Mercedes axles, steering box, gearbox and other bits were retained.

The powerplant for the race car came from Benz & Cie who built thousands of engines for the war effort in their small Mannheim, Germany factory.

Better known for cars and trucks, Benz started work on its first aircraft engine in 1908.

After early development led to some success, Benz developed a succession of in-line 6 cylinder water-cooled engines. Relevant to our story, the Benz Bz.IV was built from 1916-1918. About 6400 engines were built, primarily servicing the needs of light reconnaissance and artillery spotting aircraft.

The engine is large to say the least. Measuring about 5 feet from fan to flywheel and weighing about 850 pounds, the 6 cylinders displace a total of 18.8 liters and work together to produce about 228hp at 1400 rpm. Four valves sit atop each cylinder with springs fully exposed to the elements.

Advanced for its time, the pistons were made of aluminum. The cylinders were made of cast iron with steel jackets surrounding them where water was circulated for cooling. Over Page | 32

time, these jackets deteriorated and the porosity led to leaks.

The engine’s route from the Benz factory to Lord Scarisbrick’s car is unknown.

There are suggestions that the engine came from a Zeppelin, but that seems unlikely mostly due to the fact that Zeppelins were mostly powered by Maybach engines due to their corporate affiliation. The Benz Bz.IV engines were very commonly used for airplanes, so it wouldn’t be a surprise if the engine came from a fixed wing airplane rather than a Zeppelin. In fact, there is some lore suggesting that Scarisbrick’s engine came from a German airplane that went down in France during the war. It may be impossible to ever know for sure.

With power sorted, brakes were an afterthought at best for Lord Scarisbrick’s car.

A

handbrake to the rear wheels coupled with a transmission brake were it. The car has no front brakes at all.

In its time, bodywork was rudimentary. It would have been focused on function rather than beauty. Paint color or scheme would not have been a priority. No effort would have been made to quiet the exhaust and instruments, if any, would be modest at best.

Lord Scarisbrick labeled his custom creation “Rabbit the First” with Rabbit being a nod to Lady Scarisbrick who joined The Southwest Star Magazine – your cars & your events

her husband in the car frequently. There is no record of a “Rabbit the Second” but perhaps the name is an indication of Lord Scarisbrick’s optimism at the time of future cars. The Chitty Bang Bang cars had a similar naming convention with Chitty I, II and III being built and Chitty IV in process at the time of its patron’s death. (Chitty II is the only surviving of the group.)

Lord Scarisbrick sold Rabbit the First after winning several races for £200 (or roughly $1000). The car was modified further in the 1930s – including the addition of bodywork and a radiator from a Bentley to replace the Mercedes radiator which was damaged in a race - before finding its way to new ownership on Long Island, New York in 1937 or 1938.

Bought sight unseen, the new owner may have thought that he was purchasing one of the original Chitty cars. Apparently, the car’s poor condition and rough red paint job made for an unhappy new owner.

A restoration ensued to install a radiator from a 1919 Locomobile that was similar to the Mercedes original and a new exhaust, rebuild the engine and gearbox, replace the starter, restore the upholstery and wheels, and paint the car in its current crème and red livery. The new and improved “Rabbit the First” made its public debut in 1940 at a Veteran Motor Car Club of America parade in New York.

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In 1946, it was sold to another owner on Long Island before finding its way to new owners in 1950. Famed automotive artist Peter Helck partnered with historian Charles Lytle paid about $600 for the car. It sat on blocks for about 15 years before Helck and Lytle gave the car in December 1963 to Jim Hoe in Connecticut. Jim was well known for Duesenberg restorations and coordinated a restoration effort. The process proved to be a resource drain which tested Lytle’s patience and eventually led to Helck buying out his share of the car.

This restoration is largely responsible for the car in its current form.

Additional

instrumentation was likely added along with exhaust mufflers on the left side of the car to avoid annoying the neighbors.

The body also received attention to make it more polished and straight. Helck drove the car often and presented his completed product for a cover feature in the Antique Automobile magazine of the Antique Automobile Club of America in September-October 1965.

Over the years, the car has taken a variety of names. In addition to Lord Scarisbrick’s original name of “Rabbit the First,” the combination of Scarisbrick and C.H. Crowe also led to the name of “Scariscrow” at some point. Helck likely added his own twist by calling the car a “Benz-Mercedes” and adding the cheeky radiator badge with that name and the upside down three pointed star.

Helck owned the car until his death in 1988 when it moved to live with a family collection in Maryland. In 1999, it returned to the Fanoe Beach in Denmark to replicate its 1923 run as part of an event hosted by the Danish Motor Club. It also made an appearance at the Amelia Island Concours in March 2008, winning Best the Class of Beach Racers.

The Southwest Star Magazine – your cars & your events

Subsequently, the car again changed hands, leaving Maryland to move to California. Its semi-retired current owner likes to tinker with old cars and the Rabbit is no exception.

After driving it for a few years, the leaks in the metal jackets around the cylinders were not improving on their own, so a project was undertaken to remove and restore the cylinders.

Each of the 6 cylinders have been removed and each takes a material amount of effort to clean up and prepare for fresh jackets. The original jackets are unsalvageable, so they are being fully replaced with sheet brass. The metal craftsmanship is stunning. Even new dies were made to replicate the bands in the brass of each cylinder jacket. While each is still very time consuming, the first cylinder should take the longest because of the need to create templates and dies from scratch. As the current owner says, “These engines were built at a time when technology was expensive and labor was cheap.�

Of course, none of the original craftsman that built the Benz engine in 1916 or 1917 could have imagined that their engine would be powering a car a century later. In wartime, the engines needed to be robust enough to keep an airplane flying but nobody was planning to ensure that they lasted for decades or a century.

Page | 36

At present, two cylinders are fully completed which means four remain. In addition to the cylinders, there are plans to install a different front axle with brakes to give the owner a better chance of surviving an outing at speed. The remaining work will take some time, but the look at a work in process is fascinating.

The owner is a fan of Mercedes-Benz and in fact worked at a Mercedes dealership in Boston early in his working career. He has a few other interesting examples of the marque in his garage, including the favorite of his collection - an iconic 1972 600 Short Wheel Base Kompressor. It is the product of a marvelous restoration and is the only 600 with a supercharged engine (of course). The Mercedes-Benz Classic Center operation has been very helpful in keeping the older cars on the road with advice, assistance and parts.

If you’re interested in seeing more about the car or updates on the restoration process, the owner puts short updates on the internet from time to time. You may have to sort through updates on a few of his other projects, but look up the Restoration Blog episodes on “Jay Leno’s Garage” on YouTube.

We plan on following up on this story when the car returns to the road. The owner has a few other projects on his plate, so the car will get done when it gets done.

Thanks much to Jay Leno for his assistance on this article.

Any errors are solely the

responsibility of the author.

The Southwest Star Magazine – your cars & your events

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The Southwest Star Magazine – your cars & your events

nique, bespoke, tailored. That’s why many of us buy these fine German automobiles.

We want something

that won’t be seen on every third block.

That’s also the reason Daimler bought AMG; our voracious appetite for their specialty versions.

AMG is the “Exclusive Performance” division of Mercedes-Benz and they’re what every automotive startup aspires to be; a specialty market manufacturer who’s so talented, a high-end manufacturer

by Marcus B Fitzhugh Photos courtesy of Mercedes-AMG

buys them. For those who aren’t familiar with AMGs background, here’s their story:

AMG Engine Production and Development was established in the mid-1960’s by a pair of former Mercedes engineers; Hans Werner Aufrecht and Erhard Melcher. AMG expanded their operations from building race engines, to manufacturing seriously fast and highly customized Mercedes-Benz road cars. Mercedes-Benz took notice, signed a merger with them, and eventually bought the whole shebang. This allowed Mercedes-Benz to expand production, making most AMGs available at any dealer.

But what about the original market, those who wanted a “private label” Mercedes-Benz with warp drive? Mercedes-Benz assigned those duties to the AMG Performance Studio.

When the AMG Performance Studio opened, there were three production lines. Track cars were being produced as the Signature Series.

Another line of cars, simply called the

Edition, consisted primarily of cosmetic upgrades to existing AMG production models.

Neither of those two would satisfy the original market.

Those who wanted a limited

production semi-race car with license plates got the Black Series.

A Black Series car is easy to describe. When AMG makes a Black Series, they take a normal AMG and say, “How much badass would Lewis Hamilton demand of his personal car?”

We’ve had five Black Series models and each one has met the Hamilton standard of approval.

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You can only make one first impression and the SLK 55 AMG Black Series was the introductory model.

The SLK Black Series went on sale in July of 2006, and it was

everything we expected. Only 100 were built and if you weren’t in line before production started, you were watching from the sidelines. The power was increased to 390 HP with 383 pound-feet of torque and flowed through an AMG SPEEDSHIFT equipped 7G-TRONIC. Behind the wheel, the bump in power was obvious and the exhaust had a distinct howl at full song. The engine upgrades included new valve timing, a modified intake, new AMG sport air filters, custom Black Series headers, and a free flow exhaust. The folding metal roof was ditched in favor of a fixed carbon fiber unit that weighed half as much and lowered the center of gravity. So how fast is it? Mercedes-AMG says, in an SLK Black, 125 mph arrives a full 2 seconds sooner than in a standard SLK 55.

The SLK Black is visually different as well. It has a Black Series specific lower nose piece and wider front fenders with vents to dissipate brake heat. The fenders wrap around 19inch forged alloys, which in turn cover six-piston calipers and massive rotors.

The

ultralightweight wheels (68 pounds lighter than the standard SLK 55 18’s) were held in place by a ride height adjustable suspension system with two settings; Nürburgring and Road. The former setting is for lapping the Nordschleife, while the latter setting allows the owner to drive city streets without a kidney belt. Although the seats are one-piece buckets, the SLK Black’s interior isn’t too hardcore. It has all the traditional Mercedes-Benz comforts - most of them wrapped in Alcantara or carbon.

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Following the SLK Black, was the CLK63 AMG Black Series. This was the first Black offered in the United States and was produced from 2007 through 2009. This is the only Black Series that is heavier than the standard car. The weight increase was a fair trade for the bigger brakes, bigger sway bars, upgraded diff, rear diffuser, fully adjustable suspension and a wider body. It’s heavier, but the weight didn’t come from the back seats. Although the rear section has molds for seats, the CLK Black Series doesn’t have them. In this case, AMG did us a favor. Trust me, no one wants to be back there when the CLK Black Series is driven as it was intended.

The CLK Black Series’ focus is handling.

Much of the CLK Black Series suspension is

exclusive to this model. It has shocks with adjustable rebound and compression damping, ride-height adjustable springs, adjustable front camber, and a rear axle with adjustable toe. The CLK Black’s track is physically wider than a standard CLK63, with the rear being 2.6 inches wider and the front almost three inches wider.

The results are a car with

steering as precise as an optical surgeon’s scalpel.

That’s not to imply acceleration was ignored. If the rear tires hook up, 60 mph will arrive in 4 seconds. 19 seconds later it’s at 150 mph, and shortly thereafter it’s banging into the 186-mph electronic speed limiter. This Black was built for those desirous of “arrest me now” speeds in a CLK adorned in exclusivity.

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The SL65 AMG Black Series followed the CLK. It was introduced at Monterey in 2008 and the power produced by this car is absolutely insane. The SL65 Black uses a modified version of the 6-liter bi-turbo’d V12 from the standard SL65. The Black’s 12 has larger turbochargers, modified intake air passages, custom turbo wastegates, and the intercooler is 30 percent more efficient. This resulted in 662 HP, versus the standard 604. In an effort to keep the transmission intact, torque was limited to 738 lb-ft.

In addition to

bombproofing the AMG five-speed, an M2 mode was added to go along with the standard "C", "S", and "M1" modes. "M2" has gearshift times 25 percent quicker than "M1". Naught to 60 arrives in 3.8 seconds and the top speed is electronically limited to 198 mph.

Like the SLK Black, the SL’s folding hardtop was replaced with a fixed carbon fiber roof. The additional trunk space is used by a retractable rear spoiler. In addition to the flatter roof, the front apron, hood, fenders, trunk lid, and rear diffuser were new carbon units. The front fenders are almost 6-inches wider than stock and cover 19x9.5 forged alloys.

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The rear wheels are 20x11’s. The brakes are composite ceramics with six-piston calipers up front and four-piston units out back. As if the power wasn’t enough, the extensive use of carbon materials helped lower the vehicle weight by 550 pounds.

SL65 Black Series production ended with the 2011 model and was followed by the C63 AMG Black Series coupé. As the name implies, this was only available as a coupe. The C63 Black Series’ 6.2 engine produces 510 HP with 457 lb-ft of torque, and is mated to a 7-speed MCT automatic. The transmission is more robust than the standard C63 AMG box. It comes with a supersized cooler and has faster shift times. According to MercedesBenz, the C63 Black accelerates from zero to 60 in 4.2 seconds and has an electronically limed top speed of 172 mph. Those “official” numbers sound a bit low. At the time, the

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standard C63 made 450 HP and 443 lb-ft of torque.

Selecting the AMG Development

Package option bumped the power level to 481 HP. C63s with the Development Package run sub-4 second zero to sixty sprints. We don’t want to argue with official numbers, but with more power and traction, it’s possible the Black is faster than we’ve been told.

The C63 Black has AMG sports springs with adjustable perches, two way adjustable AMG shocks, special AMG sway bars, a locking rear diff with a cooler, Black Series forged 19inch alloys, and the list goes on. Outwardly, the C63 Black has a wider body, a custom nose with carbon everywhere, a rear spoiler, exclusive bumper cover, the SLS’s rear diffuser (which houses the diff cooler), and a pair of chromed dual tailpipes.

As of this writing, the last Black Series to be introduced was the SLS Black Series. Before discussing the SLS Black, let’s look at the “regular” SLS. Originally, the SLS was intended to be a limited production supercar and was the first Mercedes-Benz automobile designed in-house by AMG. The SLS was hand built, has an aluminum chassis, aluminum bodywork, and is powered by what AMG called "the world's most powerful naturally aspirated production series engine".

Jeremy Clarkson said the SLS AMG was "the greatest car in the world".

He followed that

up with, "it's more powerful than a Ferrari 458, just, it's a little bit louder than a Lamborghini, and it's way more fun than the 911RS GT Turbo 3S or whatever this week's ultimate Beetle is called. This is the thinking man's supercar." Just to be clear, “this” is the car AMG decided to upgrade.

The SLS’ 6.2 liter V8 originally made 563 HP and 479 lb-ft of torque. A couple of years later the SLS GT was introduced, and it made 583 HP and 479 lb-ft of torque. The SLS The Southwest Star Magazine – your cars & your events

Black Series makes 622 HP and 468 lb-ft of torque.

Although peak torque was slightly downgraded, the dyno is the only one who can tell.

The engine upgrades included new cams,

specially coated bucket tappets, a new oil pump, new rod bolts, modified crankshaft oil bores, a revised intake tract, a higher redline, new bearings, ECU mods, and a lightweight titanium exhaust. In addition to the increase in power, the SLS Black is 150 pounds lighter than the standard SLS. Normally, 600 HP cars roast the tires when you stand on the go-pedal. Nonetheless, like Clarkson said, “this is the thinking man’s supercar.” The SLS Black Series has an AMGtuned 7-speed multi clutch automatic transmission with a “race start” setting. That setting allows anyone who can hold the steering wheel straight and touch both the brake and gas to repeatedly rip to sixty in 3.2 seconds. If the go pedal remains floored for another 8 seconds, it’ll pass the quarter mile marker at over 128 MPH. Page | 46

There’s more to the SLS Black Series than just power. It handles better than an SLS, which places the Black beyond most of our sensory limits. What those of us without a competition license can discern is, road feel is great, turn-in is astounding, and with over 54% of the weight over the rear, the back is planted. In true competition form, the Black’s coil-over suspension doesn’t have a “comfort mode”. The suspension settings are sport and sport plus (AKA stiff and really stiff).

Space doesn’t permit our covering all the

suspension changes, but everything that could be tweaked, was. One example is the transmission. It’s mounted lower in the chassis and is braced against the body with gas struts to add a lower center of gravity and eliminate stress cycles. How did they figure that out? The SLS GT3 race car.

As expected, the SLS Black has custom bodywork. The wider wheels and tires are tucked in wider fenders. The front and rear aprons, side skirts, rear diffuser, carbon front splitter, carbon inserts, and its carbon hood are all Black Series specific. The interiors are also custom. The seats are ultralight buckets (33 pounds lighter) finished in the same designo leather and Alcantara as the rest of the interior. There were two interior choices available; Alcantara black or Alcantara black/red. With the two-tone model, the door panel centers, parts of the center console, and above the center console are red.

This was truly a phenomenal car, but there were only 132 cars built, and the last new car was sold years ago. So where does that leave us? Will AMG produce another Black Series, and what will that be based on? We’ve heard rumors about a 2018 model, but we’ll hold off until we’re allowed to print something definite.

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The Southwest Star Magazine – your cars & your events

story and photos by Kevin Ehrlich

isitors to Australia often focus on the larger population centers of Sydney and Melbourne, the Great Barrier Reef, and perhaps the island of Tasmania.

In a

country with about the same geographic size as the continental United States, there are many other things to see and places to go.

The motorsports fan might be familiar with the Formula One race at Melbourne. Aussie fans rabidly follow the Supercar series, a touring car formula based on V8 cars on road Page | 50

courses with star drivers that are household names. Sportscars, however, have their own growing niche with the 12-hour race at Mount Panorama in Bathurst.

The Mount Panorama Circuit is a 4-mile circuit, a combination of race track and residential roads. Known simply as the “Mountain,” the track climbs uphill and across a high elevation plateau through a park popular with campers before

plunging

sharply

downhill

to

an

extremely long and fast straight on the return to the pit straight.

It is a dramatic and

unforgiving track that might not be built today - at least not with the very tight and twisty bits lined with concrete walls.

Sections of the track and corners are better known by name than number.

The first

corner is named “Hell Corner” which should tell you something. Among others that follow are Griffins Bend (named after the Bathurst mayor with the initial vision to create a tourist road that would eventually become the race track), the Cutting (a pair of sharp corners that cut through the hillside), Brock’s Skyline (named after driver Peter Brock, the start of the sharp descent down the back side of the mountain), Conrod straight (the long, fast downhill straightway, named after a con-rod failure in a car in a 1939 race), and the Chase (a quick kink designed to interrupt and shorten the Conrod straight).

The challenging nature of the track has led to comparisons to the Nürburgring. It is a place that rewards bravery but administers severe penalties for mistakes or lapses in judgment.

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The fastest cars need to navigate this very difficult track as well as slower cars with nowhere to pull aside when being overtaken in certain places.

The drivers in the slower cars end up equally managing not only their windshields for traffic ahead and track, but also their mirrors for the traffic behind and attempting to pass them. The speed differentials and close racing puts a premium on passing and being passed efficiently without hindering either the car passing or the car being passed.

Kangaroos also present a unique threat. The surrounding roads have warning signs and it is common to see wildlife near the track. Kangaroos have also been known to jump on the track. Contact with a kangaroo at speed can easily inflict sufficient damage to put a car out of the race. Contact usually doesn’t work out well for the kangaroo either.

The Bathurst 12-hour race has grown in international stature over the past several years. The core of the entry remains Australian teams and drivers,

but

each

year

additional drivers, teams and factory attention are added.

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Spectator attendance continues to grow each year, television coverage in Australia has expanded, and the internet audience and engagement has grown dramatically.

The 2017 race was held on the first weekend in February. Hot and humid conditions greeted fans and teams (remember that February is in the midst of the Australian summer).

Displays of supercars and demonstration laps at speed by a black Ferrari

LaFerrari and a green Mercedes-AMG GTR (“Beast of the Green Hell”) entertained the spectators. A race entry of 55 teams was pared down to 51 at the start as four cars sustained crash damage and mechanical woes earlier in the weekend.

The fastest cars in the field included the Ferrari 488, McLaren 650S, Bentley Continental, Mercedes AMG, Porsche 911, Audi

R8,

Lamborghini

Nissan

GTR,

Huracan,

BMW

M6 and Aston Martin Vantage V12. As a multi-class race, the event also included examples of the Porsche Cayman, Aston Martin Vantage V8, BMW 3 series, Ginetta G55, KTM XBow, and a Ford powered touring car.

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Drivers are primarily Australian, including sportscar drivers (both professional and amateur) and a sprinkling of big name Supercar drivers. The Supercar series runs its own 1000k (620mile) race at Bathurst in October. Those well-known drivers bring attention to the 12-hour race along with a full measure of bravery and track knowledge. The 2017 race brought a multi-national list of sportscar stars to join the Aussies. The list included professional drivers with very strong credentials of success in the world’s biggest sportscar races at places like LeMans and the Nßrburgring 24 hours. American drivers were among those, including well-known drivers like Patrick Long and Andy Pilgrim.

As is tradition, the 12-hour race begins before dawn at Bathurst. Thousands of spectators and crews make their way to and around the track to join those who have camped alongside the circuit. It is a unique experience as a full race event comes to life in complete darkness.

After a single pace lap, the green flag flies at 5:45am to release the full field. Spectators at the top of the mountain can look down and see the headlights of the approaching field

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before the engine thunder shatters the stillness of the night. There is little in the way of track lighting, so drivers at full tilt have only their headlights to show the way (or tail lights of the car in front).

The early start provides several laps before the slivers of orange in the eastern sky begin to announce the dawn. It is a remarkable experience to witness the transition.

As if a warning, the first retirement of the race struck after only 6 laps. An Audi R8 spun in the tight Esses section and had heavy contact with the walls, putting the car out and breaking two of driver Frank Stippler’s ribs and earning him an overnight stay at the local hospital. At the two-hour mark, a BMW and a Porsche that had each led the race both went to the garages at the same time with right front damage. Contact with other cars, the walls or both was the most common culprit for retirements with a total of 19 cars failing to finish. Only 32 of the 51 cars that took the green flag were classified as finishers which should give a sense of the challenge of merely surviving.

The Maranello Motorsport Ferrari 488 of Toni Vilander, Craig Lowndes and Jamie Whincup was the clear class of the field. Vilander claimed pole position on Saturday and put in some absolutely monster stints during the race, including the fastest lap of the race.

Supercar aces Lowndes and Whincup had strong pace as well making the trio very tough to beat. Lowndes and Whincup have won almost everything possible in Australian racing and Lowndes previously won the Bathurst 12 hours in 2014, also in a Ferrari.

A tough qualifying session for the Mercedes AMG GT3 which saw the highest placed car start in 17th, a deficit attributed to a lack of speed on the straights with the current rules package. The HTP Motorsports Mercedes AMG was the fastest AMG with a driving lineup that included AMG factory driver Maro Engel, Aussie Supercar ace Shane van Gisbergen The Southwest Star Magazine – your cars & your events

and the vastly experienced Aussie sportscar and Supercar driver Craig Baird.

Engel

started in 17th and the car was 10th by the end of the first hour, 4th by the end of the second hour, and 2nd by the end of the third hour.

The story of the race quickly became the duel between the Maranello Motorsport Ferrari 488 and the HTP Mercedes AMG. The Ferrari was clearly faster, but the Mercedes AMG was strong in traffic and the two often swapped positions between pit stops.

It seems wholly inadequate to overlook so many individual incidents and battles throughout the trace, but the headlines mostly came in the last thrilling hour. With few other options, the HTP Mercedes AMG gambled on pit strategy and managed to get van Gisbergen in the lead – briefly. Whincup stormed past at the fastest part of the track with the two banging doors and the right-side wheels of the Ferrari on the grass. The collective gasp from those watching in person and via monitors around the track was audible.

With the pass

complete, the Ferrari went unchallenged to the checkered flag.

The drama wasn’t over for van Gisbergen in the Mercedes AMG. He made contact with a Porsche inflicting heavy damage and earned a black flag penalty. Before he could serve the penalty, he lost the back end and nosed into the wall at high speed in a narrow part of the track known as The Dipper. The car was sufficiently damaged to require a flatbed to retrieve it. Instead of celebrating a second place finish, the HTP team covered their damaged car in the paddock parked alongside other retirements.

The late drama allowed the Competition Motorsports Porsche 911 and the M-Sport Bentley Continental to claim second and third overall. Both the Porsche and Bentley featured Page | 56

strong line-ups of factory driving talent. The Porsche driving strength featured the very experienced Marc Lieb, the very young Porsche supported Matt Campbell, American and factory Porsche driver Patrick Long, and Australian and Los Angeles resident amateur driver David Calvert-Jones. The quality of cars and drivers to stand atop of the podium and those that failed to finish stand as a testament to the challenge posed by running 12 hours at the Mountain.

Interested in attending the Bathurst 12 Hours? It is a marvelous event. Here’s what you need to know.

When? The 2018 dates have not yet been announced, but the race is usually in early February. The event is during the summer in Australia, so be prepared for hot weather.

Where? Bathurst, New South Wales, Australia. The Mount Panorama track is about 125 miles northwest of Sydney, about a three-hour drive.

How to watch the race? Parking is free and track/paddock access is easy. VIP parking is available for an additional cost, but the free lots are reasonably close. No special pass is needed for the paddock to get a good look into the garages. There is a free fan area on top of the pit complex which gives great views down into pit lane as well.

There are a few grandstands, but most viewing is done by blanket and lawn chair and there is plenty of space to pick your spot and/or move around. There are some parts of the track that are inaccessible but most of the twisty bits and the pit/paddock area is The Southwest Star Magazine – your cars & your events

open. A general admission 3-day ticket costs AUD$70 per person with grandstands costing more depending the particular grandstand. If you intend to drive to the camping and spectator areas at the top of the mountain, you’ll need to pay AUD$10 for a three-day pass. There is also a shuttle for pedestrians that will take you up and down the mountain.

AUD$80 for three days of admission is a bargain.

Several large television screens (“superscreens”) are positioned around the circuit with the television feed which are very helpful to keep track of the action.

Where should I stay?

Bathurst is not a large town and accommodations are in short

supply. There are several hotels within 15 minutes of the track and apartment/house rentals are available via outlets like Airbnb and VRBO. Camping is available at the track in various flavors, ranging from bring it all yourself to staying in temporary campsite organized by a vendor. Do your homework and book early.

Do I need a car? “Need” is a strong word, but a rental car will certainly provide more flexibility than other forms of transportation. Just remember that the Aussies drive on the left side of the road and the steering wheel is on the right side of the car.

What else is there to see and do in the area?

The National Motor Racing Museum sits alongside the track. While Mount Panorama and the Bathurst races feature, the museum covers Australian racing more broadly through displays of about 50 cars, 60 motorcycles, trophies and other memorabilia.

You can see

a selection of rally cars, sportscars, touring cars, open wheel cars and more.

In the 1850s, a gold rush brought thousands to the area around Bathurst which was the first place where gold was discovered in Australia.

The discovery not only attracted

prospectors infected with gold fever, it brought newfound wealth to the state of New South Wales. Historical remnants of the mining history are scattered across small towns or you can pan for your own pieces of gold.

The Australian Fossil and Mineral Museum is located in Bathurst which displays discoveries from the surrounding mines, including rare gems and fossils. The museum is also Page | 58

noteworthy for Australia’s only complete Tyrannosaurus Rex skeleton.

Katoomba is situated about halfway between Sydney and Bathurst which is a gateway portal into the Blue Mountains National Park. The park is a lush mixture of sweeping scenic viewpoints, hiking, mining history, cable cars, canyons, waterfalls and rock formations.

How do Aussie dollars compare with US dollars? The exchange rate of recent has been around AUD$0.75=USD$1.

Take 75% of every AUD price you see and you’ll have a

reasonable sense of the USD equivalent. Having said that, lodging, food and other costs in Australia can be expensive at times, so being thoughtful about costs and doing some planning will pay off.

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The Southwest Star Magazine – your cars & your events

by Tony Brown photos courtesy Mercedes-AMG Petronas Motorsport

ormula One regulations have been revised for 2017, and Mercedes-AMG Petronas has built the new W08 to meet the challenge. The W08 is wider and lower than last year’s Mercedes-AMG Petronas F1 title winner. The new bodywork will provide more downforce, and the new rear end will make drafting considerably more difficult.

That's because in the slipstream of the new car, the air is more turbulent. That provides less airflow around the trailing car, which translates to less downforce.

With less

downforce, the trailing car can’t carry as much speed into a curve.

The 2017 rule changes resulted in modifications to the front wing, barge boards, floor, and rear wing. The fin on the new engine cover is also visibly smaller than those seen on opposing F1 teams. These aerodynamic changes have resulted in sizeable increases in loads, so the new cars have undergone structural improvements. As a result, only 17 percent of the W08’s components have been carried over.

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"In terms of relative performance, it’s clear that any rule change brings with it a big reset but also a big opportunity.

This is the time to stay humble and keep our feet on the ground.

None of the teams has raced under these rules and we all have the same points right now: zero."

"But the dominant feeling in the team right now is one of excitement - the factory is buzzing with anticipation. It has been a really motivating challenge to develop a brand new car concept and I have never seen our determination to succeed higher than it is right now.

- Toto Wolff Head of Mercedes-Benz Motorsport.

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Speaking of the new W08, Lewis Hamilton said the following -

"I found it incredible. It's the most detailed piece of machinery I have seen so far in Formula One. This is the most exciting period of the year when the car comes together - and my privilege as a driver is then to get to feel what it’s like and what all the team has worked for."

- Lewis Hamilton Three Time Formula One World Champion Last year, Mercedes-AMG Petronas Formula One driver Nico Rosberg won the World Driver’s Champion. Rosberg announced his immediate retirement from Formula One at the FIA Prize Giving Ceremony in Vienna. He felt the 2016 World Drivers' Championship was the pinnacle of his career, so he elected to retire as the reigning world champion.

Rosberg was the first reigning world champion to retire since Alain Prost in 1993.

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Rosberg’s 2017 replacement was also enthusiastic about the coming season.

"It’s a new chapter in my career, a new team, new regulations… new everything! I’ve been waiting for a long time to get this car out on track and, although this is just a filming day, I’m looking forward to starting to test properly next week in Barcelona and to really understand the car that we’ve been given by everybody in Brixworth and Brackley."

- Valtteri Bottas This is Bottas' fifth season on the Formula One grid, but his first as a Mercedes driver.

Needless to say, between Rosberg’s retirement and Hamilton as a teammate, Bottas has enormous shoes to fill.

The W08's "EQ Power+” designation comes from Mercedes-Benz’ new product brand for electric mobility. The EQ standing for ‘Electric Intelligence’ and the car’s new paint scheme includes an electric blue signature to symbolize its hybrid powertrain.

That powertrain, called the M08, has also been redesigned for 2017. The new regulations have had a significant impact on the configuration of the engine. The engine is a structural component of the car, and it must manage significantly greater physical loads. Because of these increased loads, the engine is somewhat heavier than last year’s model. A new 2017 rule allows cars five percent more fuel for the new season. That was done because with the increased downforce, the cars are expected to spend more time at full throttle.

The first race of the season is March 26th in Melbourne Australia. Melbourne is a very popular track and last year Mercedes-AMG Petronas finished first and second. That would be a wonderful way to start the 2017 season.

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The Southwest Star Magazine – your cars & your events

by Jay Pill | photos courtesy of Big L

he next generation 911 prototype has been spied performing cold weather testing.

These appear to have much different bodywork than the 991.2 mules that were photographed earlier. The minimalist camouflage allows us to recognize some previously unseen details.

The front fenders house 993style headlamps. The fenders flow into a new front bumper whose air intakes are similar to the 718 Boxster/Cayman.

Between the fenders are longer hoods. They’re not pre-’74 era long hoods, but they’re definitely longer than those of the current car.

Current generation Carrera 4

Page | 68

Between the front and rear bumpers, there’s no mistaking the side profile for anything other than a 911. The door handles are different. They’re flush and a lot thinner than the current car. I’m not a fan of the chrome work around the side windows, but they may never make it to production.

The biggest change is in the tail section. There is a motorized rear spoiler that runs across the entire rear.

Just below it is a single LED taillight strip that also spans the entire width. In comparing the next generation to the current car, the taillights in the photos may be part of the camouflage. The new The Southwest Star Magazine – your cars & your events

taillights may look completely different than we see here.

In the new rear bumper, you’ll note the exhaust tips have been spread further apart and exit through the

rear bumper, rather than the current car’s cutouts as shown in the photo to the left.

This new car also appears to be a wider than the current model. That may be a nod to passenger comfort, but it may also point to something else. Volkswagen has made no secret of wanting the 911 to use a modular platform. A shared platform would be a lot more economical. In addition, this wouldn’t necessarily have a disadvantage. Many cars have similar underpinnings with no indication of being related. In the end, if the customer gets a more refined chassis for a lower price, we all win.

It’s too early to say when the new cars will arrive. We expect to see the new 911 a few more times before making its official debut.

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By Jay Pill Photo courtesy Mercedes-AMG

ust before the winter break, the Mercedes-AMG GT R set Sport Auto’s record for the fastest-ever lap time on the Nürburgring Nordschleife. Sport Auto is a German auto magazine who runs the Nordschleife lap record challenge. This test is for the fastest lap time in a car that’s road legal in Germany. Being legal, it must pass the German TÜV and be registered. The rules for legality apply to everything, down to the tires.

Page | 72

Having posted a time of 7:10.9 minutes, the GT R was fastest through the "Green Hell".

In case you’re wondering, Auto Sport tests everything – Porsche, Ferrari, Lamborghini, McLaren, GT2s, 3s, they’ve tested them all. The legendary Nordschleife is considered the world's toughest race track, and the ultimate sports car test.

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By Jay Pill

hen Porsche introduced the Cayman GT4, it was the car no one of thought Porsche would build. As far back as 1969, when the 914-6 was introduced, Porsche always reserved the best flat-sixes for the 911. The Cayman GT4 was finally a midengine Porsche whose six came directly from the 911 production line. The GT4 is out of production and we figured that was a once in a lifetime event. Like the eleven Porsche 916s that were built in 1972, we assumed the next 911 powered Cayman would be a long ways off.

Then the rumors started. We don’t pay a lot of attention to flying saucers or Slender man, but this rumor comes with documentation.

The Porsche Center of Brisbane is a real

Porsche dealer in Brisbane Australia, and they made an Instagram post. According to their post, a new 4 liter Cayman GT4 RS is slated for production. The post has been deleted, but once anything is on the web, they’re rarely truly deleted.

This post could have been an impulsive dealer looking to hype a car that may never be built. If so, maybe someone thought it would generate some showroom traffic. We’ll know for sure when the Geneva Auto Show arrives next month.

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The Southwest Star Magazine – your cars & your events

By Marcus B. Fitzhugh

t’s frequently said that an engine is just an air pump, and it is, sort of. The amount of power an engine makes is proportional to the amount of air (and fuel) that passes through its cylinders.

This explains why larger engines tend to make more

horsepower; they flow more air.

If we want a small engine to perform like a big engine, we’ve got to get the small engine to flow more air.

That’s done using one of two methods: increase engine speed or

physically stuff more air into it. Here’s an example: A Smart Fortwo has an 898 cc engine that produces 89 horsepower at 6200 RPM. Kawasaki has a 998 cc sportbike called the ZX-10R.

According to Kawasaki’s European website, the ZX10 engine

produces 207 horsepower at 13,000 RPM. Yes, these two engines have very little in common, but humor me. The Kawasaki engine is 11 percent larger, but that doesn’t come close to explaining the difference in power. If the heads in both engines flowed the same (they don’t), the ZX10 would move 11% more air based on size.

89 horsepower times 1.11 equals 98.8

horsepower. Now look at the engine speed. The Kawasaki engine is spinning 2.09 times as fast. If we multiply 98.8 times 2.09 we get 206.49 – almost the same 207 horsepower that Kawasaki claims their engine makes.

But wait, there’s more. Kawasaki also builds a piece of motorized insanity called the H2R. This too has a 998 cc engine. It has the same bore and Page | 76

stroke as the ZX10, but it’s supercharged and produces 310 horsepower at 14,000 RPM. The supercharger and the extra 1,000 RPM allows the H2R to move even more air than the ZX10.

Before going any further, I should say revving the daylights out of a stock engine is not going to double the horsepower. YouTube has countless videos of people overrevving their engines and the results are predictable; bent valves, spun bearings, and the occasional busted rod. One reason sportbike engines have high redlines is because their rotating assemblies are much lighter. It’s possible to build an automobile engine that can safely be revved to 9K, but 4+ liters of ultralight rotating assembly is expensive.

To

increase airflow, most manufacturers have gone the other route; boosted applications A boosted application is when the intake air has been compressed before being forced into the engine.

This is of special interest to Mercedes-Benz enthusiasts, because before

forming Daimler-Benz, Gottlieb Daimler patented the first forced induction system for an internal combustion engine. Daimler took the existing roots blower system, which was first used in blast furnaces for blowing combustion air to melt iron, and used it to force air into an engine.

Nowadays, superchargers and turbochargers are used to compress engine air. The main difference between superchargers and turbochargers is the method used to power the device that’s used to compress the air. Turbochargers use exhaust gases to power the compressor, versus a supercharger, which uses a belt.

The photo on the left is a turbocharger. The hot exhaust air is depicted in red, while the cool intake air is shown in blue. The exhaust enters through the turbine inlet, blows through the turbine housing, and pushes a fan-like device known as a turbine wheel before exiting.

The turbine wheel is attached to a shaft which passes out of the turbine housing, through the center housing (which isn’t shown), and into a compressor housing where it attaches to another fan-like device called a compressor wheel. Cool air is drawn into the compressor housing where it is compressed by the wheel before leaving the turbocharger.

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Compressing air raises its temperature, so after leaving the turbocharger it’s common for the intake air to flow through an intercooler. An intercooler is device designed to reduce the intake air temperature and further increase its density. Intercoolers are either an “airto-air” or “liquid-to-air” design. In an air-to-air design, the intake temperature is reduced by the outside air passing over the intercooler. These are only as efficient as the ambient airflow allows, and placement is very important. In a liquid-to-air design, liquid is pumped through the intercooler.

This allows the

heat to be transferred to the liquid. Liquidto-air

intercoolers

can

be

mounted

anywhere, but it requires the liquid to be pumped both “to” and “from” it. This design requires a pump, reservoir, and a heat exchanger to be mounted where it will have good airflow. After leaving the intercooler, the intake charge is passed to the intake manifold, where in can flow into the engine.

The photo on the right is a Mercedes-Benz supercharger (Kompressor). The Kompressor “compresses” the intake air like a turbocharger, but rather than being powered by a turbine wheel, it’s powered by belt drive. The yellow lines show the path taken by the intake air as it flows through the Kompressor.

The air is drawn in and

compressed in the upper section. From there it’s passed to the lower section, where a built-in liquid-to-air intercooler resides. After leaving the intercooler, the intake stream is passed back up to the built-in intake manifold, where it can flow into the engine.

Effectively, a Kompressor performs the tasks of three separate items used with a turbocharger.

In a normally aspirated engine, when a piston goes down in a cylinder, a vacuum is created. The vacuum pulls the intake stream in while the intake valves are open. In this case, the cylinder can only hold as much as the vacuum allows. Boosted applications push more air and fuel into a cylinder than a vacuum would allow. The additional air flow results in higher power levels. How high? A normally aspirated AMG 55 engine produces 362 horsepower and 376 lb-ft of torque. The Kompressor equipped 55 produces 476 horsepower and 530 lb-ft of torque. The engines are the same size, one just flows better.

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The Southwest Star Magazine – your cars & your events

By Tony Brown | photos courtesy Mercedes-Benz

lthough Fiat and Volvo swear diesel’s days are numbered, Mercedes-Benz has a brighter outlook. Unfortunately, at the Detroit Auto Show Mercedes R&D chief Ola Källenius indicated he feels the diesel market is Europe.

“I think it does have a relevant place, but the market for diesel is in Europe. As we are proving with the new-generation diesel engine that we’ve put into the E-class, we will develop even more innovative engines that are very lean as far as emissions and fuel economy are concerned.”

Ola Källenius Why Europe? Sales.

Matthias Lührs is vice president of sales and product management

at Mercedes-Benz. He said European customers are still asking for diesels. The European diesel-market is down 1 percent within a growing segment. More clearly stated, European diesel demand is still growing but it fell by one percent in comparison to the gasoline market.

In the U.S. and Canada, demand for diesels is soft and continuing to drop.

Speaking of the U.S., Lührs said, “Here we have to look at that and see if it makes sense as such to offer diesels in the future. We have not come to a conclusion, but we obviously always develop cars and offer vehicles according to customer demand.”

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The decreased U.S. interest in diesels is across the board; both in passenger cars and SUVs. Even the government seems to favor gasoline - and this was before they knew about Volkswagen’s emission tests. For years the Federal fuel tax has been 33% higher for diesel than gasoline. State taxes vary, but state diesel taxes are about 10% higher than gasoline taxes. This is all bad news for anyone considering a diesel. So bad that Mercedes-Benz initiated a study last year to see if we want diesels here in the States, and where they would be most popular. Lührs said, “Obviously we’re doing a lot of market research in the U.S.” Mercedes expects the analysis and results next year.

Why should anyone care? Last year Mercedes unveiled a new family of diesel engines that are both cleaner and more powerful. They’ll be rolled out in the European E-Class. The E 220 D gets about 24 MPG in combined drive cycles and has 15% more horsepower than the outgoing model.

This new four-cylinder diesel is the first member of a modular engine family that will be used throughout the Mercedes-Benz car and van lineup. The new engines will have several levels of power, and are designed for both longitudinal and transverse applications. This will allow Mercedes-Benz to use this new design across its entire European market. It would be a shame if the U.S. missed out.

“Our customers’ trust is very important to us and we take our responsibility to the environment very seriously.

That’s why we decided five years ago to invest

massively in the further development of diesel technology. But we are also continuously making our gasoline engines more efficient and more environmentfriendly; because high-tech combustion engines will remain the backbone of individual mobility until the widespread market success of electric vehicles. For this reason, we are investing a total of about three billion euros to ensure further improvements in fuel consumption and emissions – in both future and current vehicles.”

-

Dr. Thomas Weber,

Daimler Board of Management Member for Group Research and Mercedes-Benz Cars Development The Southwest Star Magazine – your cars & your events

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The Southwest Star Magazine – your cars & your events

by Jay Pill | Photos courtesy of Mercedes-AMG

n the past eight years more than 400 AMG Performance Centers have opened. These stores offer a new retail experience and the newest location is in Tokyo’s Setagaya district. This Performance Center is unique in that it’s a dedicated retail outlet whose sole focus is AMG. The building’s design is modeled after the Affalterbach facility. The highlight of its exterior is an LED façade. During the day, its white louvers over the diagonal structure give it a Page | 84

vibrant appearance. At night, the white and red exterior lighting is activated.

The Tokyo AMG Performance Center has over 3200 square feet and it’s almost entirely dedicated to consumer floor space.

The facility has neither a

service area nor a parts warehouse. It’s there for customers

to

learn

about

the

latest

AMG

Performance models, technological features, the AMG Driving Academy, the AMG Collection, and Mercedes-AMG's motorsport involvement.

If at

some point in the excitement someone decides to buy something, they’re equipped for that too. If not, well, Mercedes-AMG is confident they’ll be back.

This

is

what

an

automotive

buying

experience is supposed to be.

There are plans for a future independent AMG retail partner to handle the car dealership functions and further the customers’ unique brand and product experience.

What’s it like? It has motorsport situations staged inside.

The interior design has focused lighting,

which provides the perfect stage for AMG vehicles.

There’s a retail outlet that features lounges, a boutique, motorsport exhibits, and there are consultation areas for customers.

The vehicle delivery area is integrated into the

showroom and can be separated for those customers who prefer privacy.

In addition to sales, the Tokyo Performance Center will be used for market launches, media, and VIP events. It also has state-of-the-art video and audio technology. Part of which includes a power wall that allows customers to configure Mercedes-AMG vehicles to their personal preferences, while a sound counter lets them experience the roar of an AMG engine. Large-scale graphics are used to show the close link between AMG & to motorsport.

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"Based on the strategic expansion of the product range, we have vigorously pushed ahead with the advancement of the AMG Performance Centers in the last three years. We create an approachable brand experience and establish a link to our motorsport DNA in the 400 retail outlets around the world. The new dedicated store in Tokyo forms the pinnacle of the dealer network and defines the next stage of our sales initiative. With it, we ensure exclusive and competent care for existing and potential AMG customers at the point of sale. The store serves as a role model for future stand-alone projects in other major cities, which are already on the drawing board. Another dedicated store will open in Sydney before the year 2017 is out" - Tobias Moers Chairman of the Board of Management of Mercedes-AMG GmbH. The display vehicles are on asphalt. The black color is an interesting contrast to the white arena on the upper story, and various road markings are used to transport the racetrack into the showroom. The new Tokyo store proudly displays the history of the AMG sports car and performance brand. From the legendary initial win of the red AMG 300 SEL 6.8 at the Circuit de Spa Francorchamps, to last year’s third consecutive F1 championship, it’s all on display.

This year, MercedesAMG is celebrating the company's 50th anniversary, and "Driving Performance" is the focus. This brand value is clearly reflected in the new retail outlet in Tokyo Setagaya.

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The AMG Performance Centers are spread across the key markets.

Mercedes-AMG

understands their customers are interested in custom tailored cars.

This new sales

approach adds a degree of stylishness that I’d never seen before.

"The mission of the sales network development at Mercedes-AMG is to bring the fascination of motorsport to the customers' daily life. The aim is to make the wishes of the target group come true in every aspect with vehicles that are thought-out in every detail, and with an equally fascinating brand universe. The perfect customer approach is an increasingly important success factor in this regard. The store based on a stand-alone concept represents a new dimension in the customer approach", - Tobias Moers Chairman of the Board of Management of Mercedes AMG GmbH.

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Like AMG vehicles, the showrooms of every AMG Performance Center I’ve visited have a uniform, yet discrete, AMG brand appearance. High-end materials are used everywhere and the Tokyo store’s exclusive motorsport themed environment creates a specialized atmosphere. For example, the Tokyo store has a pit lane scenario with an authentic look and feel. And it’s not just the building. The Performance Center staff isn’t a collection of sales people who were peddling carpet last week and lease duplexes in their spare time.

The people I spoke to received training from Affalterbach and are consummate AMG specialists. If it weren’t for my bucket list, I would have seriously considered making a purchase.

Unfortunately, my automotive bucket list also includes visits to the AMG

Performance Centers in China, England, Germany, and Sydney.

From Jay Pill’s bucket list photo album

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The Southwest Star Magazine – your cars & your events

by Oskar Kirsten of MBCA San Diego

ack in September, Judy and I had a multipurpose trip to Colorado. The first was a 50-year reunion of my college fraternity pledge class.

And, by chance and

providence, one day later and only 20 miles south in Winter Park, we joined the 2016 International 190SL Conference. We not only met up with friends from 50 years ago, but also saw cars from the same vintage era. It was fabulous. However, honestly, the cars looked better. They showed no wrinkles, were waxed and pristine. There were 17 cars in all and they came from everywhere. There were 190 SLs driven all the way from New York, Virginia, and Florida. Others coming from great distances were trailered because some were concourse level and could not afford travel blemishes.

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On judging day, we took a short gondola ride from the hotel to the common where all the

190s

were

displayed.

Notable was a 1956 beauty, still in original condition. With no restoration or even new paint, it acted as the “gold standard” for judging reference. I walked around and admired some of the most exquisite renditions of the 190SL. I am not ashamed to admit having a grin for those 4 days. We met wonderful people who shared their love stories about their prized possessions. Everyone was quite humble for such a group who had the possibility of being snobbish. They weren’t. They were down-toearth and super friendly.

They even accepted the English Racing green on my German car, inspired by a classic Jaguar combination of color, leather and carpet. I quickly liked these folks.

The day after judging, we all caravanned from Winter Park to the Rocky Mountain The Southwest Star Magazine – your cars & your events

National Park and stopped for lunch at Grand Lake.

What a sight this made with several photo ops for both scenery and the classic cars.

People who traveled the other direction slowed or stopped to admire these gems. Alas, our rental car was allocated to the rear.

Colorado was too far for me, even though some folks drove much further. My 190 hasn’t left San Diego County yet, much less beyond.

Without a pace car I am still reluctant to experiment When the awards were passed out, there was a category for everything.

The first ones were for concourse level, of which there were several. There were awards for distance traveled, distance driven with the top up and top down. Even a prize for “potential�, meaning the 190 Oskar Kirsten

was still in pieces.

You name it; there was a prize for it and all in great fun. The International 190 SL Club magazine came out just now and it has the details of the many activities.

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The Southwest Star Magazine – your cars & your events

Benz Society held their first event of 2017 and this is how every winter meet should work. There was none of the snow and ice filled drudgery we’re used to on our Midwest winter trips, just a SoCal rooftop gettogether. Although, looking at the photos this might be a little confusing. I said this was a rooftop meet, but you can clearly see we were inside a garage.

Most of us know a “rooftop meet" is when rooftop parking is used to stage a gathering of car enthusiasts. Being on the roof is part of the attraction. The clear sky overhead, the surrounding views, and being in SoCal, the odds of bad weather pretty slim. So where exactly is the “rooftop” in this rooftop meet?

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by Marcus B. Fitzhugh

When I arrived, the roof was full, and there weren’t any Mercedes enthusiasts. What do you do when you hit the spot and you’re in the only Benz in site? I checked the phone for instant messages and email, but nothing was there. Then I hit Instagram and could see the spot had been moved a couple of levels down in the same parking structure. That’s one of the reasons I like events hosted by MBenz Society. When they’re involved, there’s a certain degree of professionalism. You don’t have to wonder if you’re wasted an hour driving to a meet that’s been canceled. When issues arise, they have a plan “B”.

I headed down a couple of levels and there it was. A couple of dozen Benzes with 40 or so attendees checking out each other’s cars and finding out where people are on their The Southwest Star Magazine – your cars & your events

various projects. It was also a chance to meet owners whose cars we may be quite familiar with, but only on the web.

The meet was held in the downtown area of an Orange County suburb. Every other store front was an eatery of some sort, so that covered the essentials; cars and food. It was an early evening gathering that only lasted a few hours. Benzes were rolling in and out the entire time. Some people stopped by on their way to something else, while many of us hung out until the end. I hadn’t been to an MBenz Society meet in some time, so I wasn’t in a hurry to leave.

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Three weeks later, MBenz Society advertised another event hosted by Eurotech Tuning.

This one was open to all European marques, but Mercedes-Benz was the premier attraction. In addition to MBenz Society, it was attended by LA Benz United, SoCal W210s, W203 Society, and several other Instagram affiliates. Photos from that meet are below.

I enjoy attending meets by MBenz Society, 3 Point Social Club, Benz to Beach, and several others because there’s no ish. I lack the patience to deal with the nonsense that goes on at some other meets.

If you’re unfamiliar with the bovine excrement side of some car

meets, check out the Mustang Memes. They’re all across the web. Mustang owners got

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this tag because a few were filmed crashing their cars while showing off at their local meet. Aside from the safety concerns, this type of stupidity can automatically involve other attendees, signing them up for some problems they didn't bargain on.

If you’re wondering, “What problems?” Picture being at a meet, checking out a car. You look over and see somebody who’s decided this is a good place to start doing donuts or an extended burn out. If the police see it, they can ticket everyone at the meet and tow away anything they deem unsafe. How can they ticket a person for standing there? I'll site California State Law, but the same language is in all 50 states The California Vehicle Code 23109 covers "speed contests". "Speed Contests" are defined as an illegal exhibition of speed conducted on public streets, or highways, or on private property which does not have a permit to hold a speed contest. The penalties for engaging in a speed contest can include: 

Arrest.



Impounding a vehicle for 30 days.



Imprisonment for up to three months if convicted of street racing, or aiding, or abetting a street race.



Fines up to $1,000.



Revoking a participant’s driver’s license.



Issuing equipment violations.

Are you ready for the kicker? In California, "spectators" are considered "participants".

That begs the question; what's the legal definition of a "spectator"? California State Law considers spectators to be individuals who watch or who are present at an illegal speed contest, or at a location (public street or highway, or private property) where preparations are being made for such activities, for the purpose of viewing, observing, watching, or witnessing the event as it develops. They, along with anyone else who engages, aids, or participates at a speed contest violates the law and can be cited.

Deciding who gets

ticketed is at the discretion of the officer at the scene. If the officer is having a bad day, the attendees are probably in for a bad day. Revving an engine has been considered Page | 98

"preparation" and drivers have been ticketed. Once ticketed, it's up to a Judge to decide whether penalties are applied.

Even if charges are dismissed, if a vehicle has been towed, the impound yard will require payment of the storage and towing fees before releasing the car.

If that sounds bad, let’s crank it up. Suppose Speed Racer jumps the sidewalk, takes out a light pole, damages a fire hydrant, a utility box, a couple of trees, and comes to rest in a storefront. You know, the normal stuff that happens when a someone loses it at 100+ MPH. Who do you think is getting sued? That’s right, everyone with a pulse. Why? Speed Racer probably doesn’t have enough in liability insurance, so his policy will be maxed out before all the bills are paid. That leaves the other "participants". If there are two dozen people watching, a court may decide their part of the pie comes to several thousand each.

Think it’s unfair? Hire an attorney. It could cost thousands in legal fees to prove someone watching wasn’t a participant. Alternatively, it could cost thousands in legal fees and a defendant could still be declared a participant. At that point they owe their lousy attorney the legal fees AND thousands to the plaintiff. I haven’t mentioned personal injuries. If anyone is injured, they’re going to hire an attorney. Attorneys are on TV all day offering to sue someone. When the injured party's attorney utters the words "projected lifetime income", the defendant is looking at a very serious financial issue. "Projected lifetime income" is legalese for "someone is on the hook for several million dollars. " Now you know why some people only attend meets where the organizers say, "Respect the spot. No burnouts. No drifting. No racing. No revving. Leave all that ish someplace else."

Note: This isn’t a slam against Mustang owners. They just happen to be the ones in the news.

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By Marcus B Fitzhugh | photos courtesy of Mercedes-Benz

orty years ago, the W123 based 230C 280C and 280CE made their debut at the Geneva Motor Show.

These were E-Class Coupes.

The new coupes were

introduced 12 months after the W123 sedans.

Although related to the sedans, the coupes are unique cars. Compared to their four-door siblings, they're an inch and a half lower and three inches shorter in length. Then there's the silhouette - both the front and rear windows are more steeply raked and the side windows are pillarless. The coupes retained the broadly spaced headlamps, large chrome grills, and chrome trim beneath the tail lights.

The W123 replaced the W114, and they received a number of safety upgrades. The W123 had a stiffer roof structure with high-strength pillars and reinforced doors. Advancements Page | 100

were made in the energy absorbing front and rear crumple zones, making the deformation more predictable. Anti-lock brakes were introduced in August of 1980.

At the time, this was cutting edge technology. ABS was introduced two years earlier in the 1978 W116 based S-Class. In January of 1982, another breakthrough was made available; a driver's side airbag.

The 123 coupes were originally available with either a 2.3-liter four cylinder (109 HP) or a 2.8-liter six (156 HP for the 280C and 177 HP for the 280CE). In September of 1977 a diesel was introduced. The 300 CD (a five cylinder that produced 80 HP) was only intended for the North American market. The goal was to reduce the Mercedes-Benz corporate average fuel economy (CAFE). In August of 1981, the 300 CD was replaced by the 300 CD turbodiesel (125 HP). This too was reserved for the North American market. A year earlier, the ROW carbureted 230C and 280C had been discontinued. Those were replaced mechanical fuel injection which consumed less fuel and produced 25 percent more power.

"The body shape of the Mercedes coupĂŠ displays timeless sporty elegance. No frills, no short-term fashions. Its flowing line catches the eye and yet is integrated into the car's overall look with the utmost harmony and effortlessness."

- The 1983 230/280 CE brochure After an eight year run, W123 Coupe production ended in August of 1985. A worldwide total of 99,884 vehicles were produced, 15,509 of which were diesels.

The rarest model was the 280C with 3,704 produced. There's a cycle for MercedesBenz vehicles. They're expensive when new, and the price steadily decreases. At some point, their value begins to increase again. Just look at the W114. The W123 may be next.

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The Southwest Star Magazine – your cars & your events

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The Southwest Star Magazine – your cars & your events

If you would like to attend an event listed here, please contact the event coordinator. The Southwest Star is posting the events. We are neither hosting nor organizing them Roller Night at the Automotive Driving Museum with the MOXI GIRLS Friday, March 31st

Come join us for another amazing evening of ROLLER SKATING, SKATE BOARDING and SCOOTER RIDING at the Automobile Driving Museum - 610 Lairport St, El Segundo, CA 90245. Enjoy an evening of skating under the Disco Ball and listening to great music!

Bring the whole family as the MOXI GIRLS will be here to teach skating skills. Bring your roller skates, roller blades, inline skates, Razor Scooters, skate boards and yourself for a super fun evening filled with music, food and drinks!

Ramps and rails provided and a 3,200 sq. ft. roller rink in the museum!

Page | 106

Pomona Swap Meet & Classic Car Show Sunday, March 5th

George Cross & Sons, Inc. presents the West Coast's Largest Pomona Swap Meet & Classic Car Show at the Fairplex. You'll find over 2,400 vendor spaces full of hard to find car parts and accessories at low swap meet prices. Thousands of original and restored Corvettes, Porsches, Street Rods, Volkswagens and pre-1985 Classic Cars will be on display and for sale. Hours: 5am - 2pm, rain or shine, we swap. Admission is $10.00, with children 12 and under FREE. Info: 714-538-7091 or PomonaSwapMeet.com.

MBenz Society Meet at K1 Anaheim Saturday, March 11

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Page | 108

The MBCA Desert Stars Gran Prix Sunday, March 11th at 2 PM

The 2017 F1 season starts March 26 at the Australian Grand Prix in Melbourne, but the real kickoff to the World Championship will be at the Desert Stars Grand Prix, held at Octane Raceway located at The Pavilions at Talking Stick Shopping Center, 2:00 PM, March 11, 2017. Come take on the challenge of the track and see if you can topple defending Desert Star Champion, Matt Crawford.

Participants will pilot European made Sodi RTX electric racing karts around a 1/3 mile indoor/outdoor course with speeds up to 45 mph. 10,000 rpm electric motors provide acceleration that will impress even our AMG driving members, while low centers of gravity and disc brakes hold you in the turns. And best of all, no FIA Super license required, just a valid driver’s license and closed toed shoes.

The race format will consist of two timed sessions.

The

finishing

places

will

be

determined by the lowest combined total times of the two sessions, rather than who crosses the finish line first. Computerized timing by the track

will

determine

the

finishing

order.

Awards and recognition ceremonies will follow the last race. For more information about Octane Raceway and the racing karts visit www.octaneraceway.com Entry fee for the event is $49.00 for drivers, or $10.00 if you just want a “pit-pass” and refreshments. The fee includes the two races and refreshments at the raceway. We hope every Desert Star will compete, but if you don’t feel the need for speed, then we will also have “Pit Passes” for spectators to cheer the racers on and share in the refreshments.

Register by Sunday, March 5. For more information or to register by phone call Debbie Ichiyama The Southwest Star Magazine – your cars & your events

Page | 110

Harley Versus Indian Curator Talk at The Petersen Automotive Museum Wednesday, March 22 from 7:00 PM - 10:00 PM in the Penthouse

Come to The Petersen Automotive Museum, where we will discuss aspects of the new Harley vs. Indian exhibit and give you a deeper look into the motorcycles on display.

This event is free to the public, but it does not include full museum gallery access or parking.

Parking in our garage is $12 for public and $10 for members with member

validation. Seating for this event is limited and available on a first come, first served basis.

Please RSVP to reserve your spot; your reservation can apply to one

accompanying guest. RSVP at https://petersen.org/322curator-talk/ Light refreshments will be available while supplies last.

Petersen Automotive Museum | 6060 Wilshire Blvd, Los Angeles, CA | info@petersen.org

The Southwest Star Magazine – your cars & your events

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The Southwest Star Magazine – your cars & your events

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The Southwest Star Magazine – your cars & your events

5th Annual Benedict Castle Concours Sunday, March 26th at 6PM/

4th Annual Benedict Castle Concours presented by Crossroads Car Shows. Held at 5445 Chicago Avenue in Riverside, California. The hours are from 9am - 4pm. Open to concours level classics, exotics, motorcycles, racecars, and modified and specialty vehicles. Special guests include Barry Meguiar, Wayne Carini, Von Hot Rod, Rick Dore, Chip Foose, Mike Phillips, John D'Agostino, Mike Brewer and Edd China. Over 100 awards, live bands, swing dancing, BBQ, and more. Proceeds benefit Teen Challenge.

Info: www.CrossroadsCarShows.com.

Join the MBCA Desert Stars Section for Star Night Sunday, March 26th at 6PM/

Join the MBCA Desert Stars Section for a Star Night dinner at Mastro’s City Hall Steakhouse, at 6991 East Camelback Road in Scottsdale.

This is Mastro’s

flagship location and the food and décor are a must. Mastro’s is known for their delicious steaks and seafood selections.

The French onion soup comes highly recommended, and they have you covered if you’re in the mood for oysters or calamari.

Salads and vegetable sides are also in plentiful supply. Valet parking is available but not required. As is our custom, we will order off the menu and have separate checks. RSVP with Todd at glamrox92345@yahoo.com by March 19th. There is no need to call the restaurant as Todd is handling the arrangements.

The Automobile Driving Museum is hosting the Hot Wheels Garage Saturday, April 1st

Come down to the Hot Wheels Garage, being held at the Automobile Driving Museum.

The Automobile Driving Museum is located at 610 Lairport Street, El Segundo, California.

The hours are 10am - 1pm. There will be life-size Hot Wheels, real Hot Wheels tracks, raffle prizes, and kids’ activities. Donations support local community groups. Additional info at www.TheADM.org.

Page | 116

Breakfast Club Cruise-In at The Petersen Automotive Museum Sunday, March 26

The Petersen Automotive Museum is hosting a Breakfast Club Drive-In at 8:00am on the 3rd Floor Petersen Parking Structure Members will have Early Access to the museum from 9am–10am by showing their membership cards. Not a member? Join today!

Enjoy strolling through rows of classic, custom, exotic cars, trucks motorcycles and more.

Complimentary parking, coffee & bagels are provided to all that attend!

The Breakfast Club Cruise-In is made possible by O’Gara Coach.

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Page | 118

The La Jolla Concours d'Elegance April 7th through 9th

The La Jolla Concours d'Elegance and La Jolla Motor Car Classic at the Concours will be held at Ellen Browning Scripps Park in La Jolla Cove, 1133 Coast Blvd, La Jolla, California.

The hours will vary by day. The Classic welcomes stock cars, hot rods, customs, and street rods in show condition. Vendors, food, wine and craft beer garden. All proceeds benefit the La Jolla Historical Society and the Monarch School. Additional info: lajollaconcours.com.

The 43rd Toyota Grand Prix of Long Beach April 7th through 9th

The 43rd Toyota Grand Prix of Long Beach will be held at 300 East Ocean Blvd in downtown Long Beach California. The hours will vary by day, but it’s three days and two nights of racing excitement.

Races include the IndyCar Series, SportsCar Championship, Super

Drift Challenge, Pirelli World Challenge, Super Trucks, and the Can-Am Challenge.

Additional info at GPLB.com.

The Automotive Driving Museum’s Jalopies at the Juice Joint Friday, April 8th

Enjoy a night of flappers & big band, swing dancing & giggle water. Dress is 1920s attire.

Photo-Ops in classic automobiles. Step out from the norm and create an unforgettable evening. All proceeds go to STEAM and other educational exhibits at the ADM. $85 per couple or $50 per individual. Drinks provided by Ruben’s Distillery Automobile Driving Museum - 610 Lairport St, El Segundo, CA 90245

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The Southwest Star Magazine – your cars & your events

The MBCA Desert Stars Section’s M-B.E.A.T. Saturday & Sunday, April 22 & 23

Desert Stars is planning a repeat of last year’s initial M-B European Auto Tour to Flagstaff on Saturday & Sunday, April 22 & 23.

The event planning is currently taking place. However, it is likely that we will start the tour again this coming year at the shopping center located on the northeast corner of Interstate 17 and Carefree Highway around 7:00am. Coffee and donuts or a “healthy” McDonalds meal are available nearby if participants have not had an earlier breakfast.

Our route will be through Wickenburg and on one of the back ways to Prescott, and then on to Jerome, Cottonwood, Sedona and Oak Creek Canyon, ending up at Little America in Flagstaff late in the day for dinner and lodging. Lunch will be either in Jerome or Prescott depending on route timing and restaurant availability.

A more detailed description of the event, route and lunch and dinner locations will be provided in the next Desert Stars newsletter. There may be a nominal charge for the event, but everyone would pay their own major costs for meals and lodging. Our intent is to get a discounted rate for everyone at Little America.Please contact Dick Sharp (rsharp963@gmail.com) or Bob Yoder (bobyoderaz@cox.net) if you have any questions.

Registration information will be forthcoming.

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The Southwest Star Magazine – your cars & your events

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The MBCA Chaparral Section Recurring Ladies Luncheon

Hello, Ladies of Mercedes: 2016 lends itself to be the perfect beginning to bring together the ladies in the club and unite once a month or quarterly for a luncheon affair.

Perhaps we meet for lunch sampling different cuisines or seek out restaurants with special ambience and best of all get to know each other a little better.

Please let me know if you would like to unite for a luncheon every so often.

Please contact me via email: jutta@juttalunario.com The Southwest Star Magazine – your cars & your events

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The Southwest Star Magazine – your cars & your events

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The Southwest Star Magazine – your cars & your events

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