Southwest Star Magazine 2017 3rd quarter

COVERING YOUR CARS & YOUR EVENTS VOLUME 5, NUMBER 3

An AMG 50th Anniversary Section, The AMG powered DB11, A C63 S Widebody, several 911s, and more.

The Southwest Star Magazine – your cars & your events

Page | 2

The Southwest Star Magazine – your cars & your events

Page | 4

10 The AMG 50th Anniversary Section 12 AMG 16 AMG History

26 Affalterbach 37 HWA 46 The AMG powered DB11 56 911 options 68 Mercedes joins Formula E 74 The C63 S Widebody

80 E63 S Long Roof 86 Audi Dominates the N24 96 Electric 911 News 100 Auction in Santa Monica 109 AMG 53 112 Father’s Day on Rodeo Drive 120 The new CLA is coming 125 MBenz Society at II 131 Diesel News 134 B-Class Electric Drive Axed 138 Used Porsches 142 Upcoming Events The Southwest Star Magazine – your cars & your events

The Southwest Star Your cars & your events August 2017 Subscribe

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

Editorial Editor in Chief Marcus Blair Fitzhugh Managing Editor Veeann Hegreberg

Special Thanks to Mercedes-Benz Mercedes-Benz USA

Legalese Mercedes-AMG Daimler AG HWA AG Mercedes-AMG Petronas Motorsport Porsche MBenz Society

Creative Director Karcy Bowles Motorsports Editor Kevin Ehrlich Features editor Mary Fischer East Coast Bureau Chief Wendy Fitzhugh Creative Consultant Sean Fitzhugh Contributors To This Issue Fidel Patolot Yousuf Shahnawaz Big L Media Jay Pill Kenny Pi Tony Brown

Subscriptions are free of charge, We ask that you support our advertisers as they keep this publication afloat To receive an email notification when new issues are released drop us a note at me2@fitzhughmedia.com We will not share your email address or send you spam. We will send you one email notification each time a new issue is released.

Distribution The Southwest Star is available worldwide via the web at thesouthweststar.com, the 8 MBCA Southwest Section websites, Issuu, and Fitzhugh Media

Queries info@fitzhughmedia.com

Hollis and 217th Street

The Southwest Star Magazine is published quarterly

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.

The Southwest Star Magazine is a trademark of Fitzhugh Media. All rights reserved. This magazine may not be reproduced in part or in full – in print, by digital media, broadcast, or in any other manner without the express written permission of Fitzhugh Media. That said, permission is regularly given, so please, just ask first.

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

Page | 6

The Southwest Star Magazine – your cars & your events

From the editor’s desk rom time to time I’m asked “Why Porsche and Mercedes-Benz?” It’s a fair question and the answer is simple – Mercedes-Benz has a slogan, “the best or nothing”. I know it’s a catchphrase that’s designed to get me to buy their products, but based on my experience, it strikes me as true. Porsche says, “there is no substitute.” That’s debatable, but I understand the concept. In both cases, the goal is to build the best massproduced vehicles in their segments. I think both companies do a very respectable job.

Are mistakes made along the way? Sure. People don’t build perfect products, so I expect imperfections. How the manufacturer responds to their mistakes is one way of assessing the company. And make no mistake. I’m a customer. Any product imperfections are “their mistake”. I don’t want to hear about subcontractors, suppliers, or anything that’s allegedly out of their hands.

Here’s an example of how things should be done: Porsche had a problem with their 991 based 911 GT3. For those who don’t know, a GT3 is a race car with license plates. The early ones had a nasty habit of bursting into flames.

Porsche shut down production,

diagnosed the problem, made a design change, recalled every 911 GT3 in service, and replaced the entire engine. That is an expensive fix, but the story gets better. Later, some GT3 owners discovered their 9000 RPM beasts would occasionally misfire at high RPM. Porsche dug into that problem and decided it was a metallurgical defect that only effected some cars.

Porsche developed new cams and valvetrain parts to correct the

problem. Since it didn’t impact every GT3, they simply modified the warranty. The new warranty has been extended to 10 years / 120,000 miles and will cover the cost to replace the entire engine if the problem is tracked back to the valvetrain issue. The warranty Page | 8

is transferrable, and isn’t limited to street duty. If the 8th owner’s valvetrain comes apart and grenades the engine at track day on a 100,000-mile car, Porsche simply fixes it.

Let’s compare that to the world’s largest auto manufacturer, Toyota / Lexus, and their handling of the Takata airbag fiasco. According to AutoExpert, Toyota is recalling and retrofitting vehicles with potentially defective airbags, and replacing them with potentially defective airbags. In a nutshell, the original Takata airbag needed a chemical drying agent (10 cents of desiccant silica gel). Without it, the metal bits corrode and when the airbag inflates, shrapnel can be sent flying into the driver and passenger. The new Takata airbags being installed by Toyota / Lexus are also defective. Based on a Toyota / Lexus press release, they know the new airbags are faulty.

Things like that are “why”

This action provided safety for a number of years, however, due to exposure to the environment over time, these airbags will need to be replaced again.

- Toyota/Lexus statement

Mercedes-Benz & Porsche.

Marcus Blair Fitzhugh

The Southwest Star Magazine – your cars & your events

Page | 10

This entire section is by Kevin Ehrlich and Mary Fischer | photos courtesy Kevin Ehrlich and Mercedes-AMG The Southwest Star Magazine – your cars & your events

n honor of the 50th anniversary of AMG’s birth, The Southwest Star recently traveled to AMG’s headquarters in the town of Affalterbach, Germany.

To some, the AMG badge on the rear decklid is nothing more than a way for Mercedes to Page | 12

by Kevin Ehrlich and Mary Fischer | photos courtesy Kevin Ehrlich and Mercedes-AMG

label a more performance oriented Mercedes.

To others, the signature of the engine

builder on their car is a vanity exercise of exclusivity in a world of mass manufacturing.

Still others think that Mercedes and AMG are one in the same.

The Southwest Star Magazine – your cars & your events

There are those, however, who know the history and realize that AMG is much more than just a few letters on a badge. For those, a personal visit to Affalterbach is mandatory for that more tangible connection to the marque within a marque.

AMG is far more than a “branding exercise" that adds a pretty badge to select Mercedes road cars. Its origins trace back to an old mill in a small German town with two men who worked together in the engine department at Mercedes. They tuned Mercedes engines in their spare time and stepped in when Mercedes discontinued racing operations in the mid1960s.

In short order, AMG made its reputation as a racing company with success across the race tracks of Europe. AMG operated for decades to make the three pointed star go faster, but as an independent company, separate and distinct from the Daimler Mercedes corporate family.

AMG developed and maintained its

own identity – and does so to this day – even though it has been a part of Daimler Mercedes since 1999.

A visit to Affalterbach provides a connection to the heartbeat of AMG. Literally.

The AMG tour proves that the “One Man, One Engine” philosophy actually involves a master engine builder who carefully and precisely assembles each engine by hand. In the final stage, the Master Mechanic personally installs an engraved placard bearing his or her signature, which is their personal assurance of quality and the mark of the company’s commitment to precision and performance.

Moreover, walking about Affalterbach offers glimpses of a bright future as new models and camouflaged prototypes buzz around the streets.

Likewise, buildings under

construction evidence expanding AMG engineering capabilities and staff.

Page | 14

HWA AG, the sister company that spearheads Mercedes customer racing programs, sits next door. Spun out of AMG in 1999, it is separate in form but closely connected to AMG and Daimler in substance. It is where the hard work takes place long before a race car takes the green flag or claims victory beneath a waving checkered flag.

It is clear that while AMG is very proud to be associated with Mercedes and incorporates all of the values and expectations that come along with the marque, it is very much its own company and maintains its own culture, as evidenced by the AMG logo on the business cards, rather than Mercedes Benz.

If you are an AMG owner, a trip to Affalterbach will reinforce precisely why you selected this brand. It will strengthen the connection between the metal and material in your garage, a physical location nestled in the rolling farmland of Baden WĂźrttemberg, and the mechanics who built your car.

The Southwest Star is pleased to provide a three-part tour of the world of AMG. First, we walk back in time to where AMG started and recognize a few landmarks from the last five decades. Second, we recount our tour of the AMG facility including the reception area, the engine assembly shop, and the Performance Studio. Third, we recall our visit to HWA AG where the racing magic is made.

Our German hosts were extremely generous with their time and attention and we wandered through workplaces with staff who were also warm and welcoming.

The

Southwest Star extends its thanks to the Daimler, AMG and HWA teams for the experience.

Sadly, photography within any of the AMG facilities is verboten. Except where noted, the photographs for this story are Daimler or AMG press photos.

The Southwest Star Magazine – your cars & your events

by Kevin Ehrlich and Mary Fischer | photos courtesy Kevin Ehrlich and Mercedes-AMG

eflecting on AMG’s 50-year anniversary, it is clear that the original focus has not deviated, but instead has grown exponentially.

Co-founders Hans-Werner

Aufrecht and Erhard Melcher met while working on racing engines at Daimler-Benz and enjoyed tinkering with engines in their spare time. They worked out of a garage in Burgstall, Germany that was previously a mill, less than 4 miles to the east of Affalterbach, where AMG is presently headquartered. Tuning Mercedes cars for private customers, the 300 series cars became their specialty.

A 300 SE that they tuned for Manfred Schiek, a fellow Daimler employee, powered him to ten wins in the 1965 German Touring Car Championship.

When Daimler discontinued

motorsports activities, Aufrecht and Melcher departed Daimler and in 1967 they founded the company that became known as AMG. The AMG name comes from the last names of Aufrecht and Melcher, and Aufrecht’s birthplace of Grossapach.

Page | 16

With a head start based on tuning cars for private customers, AMG walked directly in to the vacuum left by Daimler’s withdrawal from the racing scene. In addition to more power, those customers willing to make the trip to Burgstall also engaged AMG to provide improved transmissions, suspensions and brakes. AMG quickly became a busy – if still largely unknown – enterprise.

That would all change when the two apparently got word of a cheap and used Mercedes 300 SEL four-door sedan with a 6.3-liter V-8 engine. They acquired the car and set to work. They widened fenders to accommodate larger wheels and rubber. They tinkered with almost everything in the engine to transform it into a 6.8-liter beast.

Amidst a field of smaller and more nimble but underpowered entries, the 1971 Spa 24 Hours didn’t see the AMG freight train coming. The track couldn’t have suited the car better. Nicknamed the “Red Pig” or “Rote Sau” it ran flawlessly, claiming first in class and second overall. If not for the stress the heavy car put on its tires requiring more frequent pit stops, it might have even won.

Hans Heyer and Clemens Schickentanz drove the winner after several others apparently passed on the opportunity. Four door sedans weren’t supposed to be able to do that, but the car and the race success planted AMG firmly on the performance car and racing maps.

The original race car is lost to history because it was sold to Matra, a French company, that used the car to test airplane tires and landing gear. The car displayed by AMG in modern times is a faithful replica/tribute car, made for debut at the 2006 Geneva Auto Show.

The Southwest Star Magazine – your cars & your events

After the Spa success, growth quickly followed and AMG outgrew the old mill. Operations in Affalterbach began in 1976 with about 40 employees who moved from Burgstall. Erhard Melcher remained as an employee in the racing effort but ceased to be a partner in the business.

Sales to private customers and racing teams fed the growing company from a financial standpoint, but racing clearly played a major role in the approach, psychology, and the culture that remains to this day.

Critically, racing established the ethos of ownership. In a race team, each person serves a vital role and all must perform well in order for the driver and car to achieve success together. Nobody wants to be the reason the race car doesn’t win. The same philosophy applies to everyone who works in Affalterbach. That core sense of ownership – AMG’s DNA – permeates the company and is infused into its identity.

Page | 18

At some point, it became apparent to management at Mercedes Benz that this group in Affalterbach was doing good things with Mercedes Benz products.

Factory supported

efforts in the DTM (German Touring cars) racked up wins in tight competitions throughout the 1980s. Glory on the race track was good for business and marketing, but AMG was also developing engineering strength and expertise. Customers in Europe paid AMG to turn their competent but docile road cars into understated land-based missiles. Racing fed production car business which fed the racing business.

In 1986, AMG found itself front and center on the global performance car stage with “The Hammer” – a tuned E-class sedan which was not only the fastest sedan in the world, but a faster car than many supercars of the era. Every car magazine in the world featured The Hammer and AMG was no longer a secret kept among German customers and racers.

Formal collaboration with Mercedes Benz came in 1990 when AMG upgrades were made available through certain Mercedes dealerships.

Customers seemed to like the AMG

touches and growth followed. The four door C36 was launched in 1993 as the first car fully developed through the Mercedes-AMG collaboration. The C36 designation was a nod to the 3.6 liter in-line six-cylinder engine and the car gave Mercedes a more robust four The Southwest Star Magazine – your cars & your events

door sedan for its showrooms. While some AMG models dribbled into the US via the gray market in the early 1990s, the 1995 launch of the C36 was AMG’s first official presence in the US market.

Since then, AMG has developed a reputation for transforming Mercedes road cars that are already competent into stealth rockets with an angrier edge. AMG cars are faster, they sound more aggressive, and they carry subtle styling cues for aerodynamics that hint at their capabilities while retaining the original Mercedes DNA. AMG joined the corporate fold in 1999 when DaimlerChrysler (as it was known then) acquired a majority stake in the company. The racing operation was separated into its own company and was named HWA AG, in honor of the initials of founder Hans Werner Aufrecht. About 80 staff joined HWA from AMG. Growth continued with the Daimler connection. In 1999, AMG made engines for 6,500 cars. It almost doubled production to 11,500 by the following year.

DaimlerChrysler

formally acquired the remaining AMG shares in 2005. At that point, AMG was responsible for about 20,000 cars per year and still growing.

Page | 20

Something else significant happened during that period as well. While the tradition of “One Man, One Engine” was AMG’s practice, it also became the company’s most wellknown public identity.

Starting in 2002, every AMG engine started to carry the

personalized badge of its builder. That is when the “One Man, One Engine” phrase became known. Customers and media alike quickly recognized the tagline and associated it with AMG, making it an extremely powerful branding hallmark.

As Mercedes developed passenger cars, AMG engineers developed their more muscular versions in parallel. But a Mercedes AMG was not simply a standard Mercedes with a bigger engine. The key to a Mercedes AMG was that it also boasted driveline, suspension and styling cues that resulted from a separate AMG development track.

When those enhancements weren’t enough, a select line of cars called the “Black Series” boosted the sharp edges and engine growl for a car that definitely wasn’t the sedate Mercedes showroom standard. The first in a line of several Black Series cars was the 2006 SKL55 AMG Black Series. The wizards at Affalterbach stuffed a 5.4-liter V-8 with over 350 horsepower into a two-door SLK platform, transforming it from a sedate droptop into a performance car capable of outrunning most other cars on the road at its price point.

Modifying someone else’s design could only placate the appetite of the hungry group in Affalterbach for so long. That changed when Mercedes entrusted the SLS project to AMG. It was a significant sign of faith that Mercedes not only looked to AMG to develop the halo car for the entire Mercedes range, but trusted that AMG would do justice to the original 1955 300SL gullwing.

The Southwest Star Magazine – your cars & your events

The 2010 Mercedes AMG SLS echoed the famous gullwing doors of the 300SL but more importantly was the first car fully engineered by AMG. Variants of the SLS included a standard coupe, a convertible, a GT3 race car (developed together with sister company HWA), a Black Series, and even an electric version most commonly seen in a bright matte yellow color suitably called “Electricbeam.”

The SLS served as the halo car for the Mercedes family for several years. More than that, it was a proof of concept for a design spearheaded by AMG which was now known for engineering expertise rather than just engine tuning.

Sticking with a successful formula, Mercedes looked to AMG to develop the SLS successor.

The AMG GT platform was unveiled to the public in the fall of 2014. After the SLS, it was the second car fully engineered by AMG. The base GT featured softer lines than the SLS, lost the gullwing doors, and came in at a lower price point.

The GT platform has spawned a multitude of road car variations, including the GT, GTS, GT Roadster, GT C Roadster, a limited run of “Edition 50” coupe and cabriolet models in recognition of the 50th anniversary, GT R, and even a GT Sedan.

If you’re looking for a tangible sign of AMG’s responsibility and ownership for the GT range, look no further than the rear of every AMG GT variant. In the past, the Mercedes model designation badge was placed on the left side, the three-pointed star in the middle, and Page | 22

the AMG badge affixed to the right side. With the GT, the three-pointed star stays in the middle, but the AMG badge has moved to the left and the AMG model designation now takes up residence on the right.

A

subtle, but tangible signal that AMG

owns

the

altogether.

model

line

There is no such

thing as a non-AMG Mercedes GT. The AMG GT is also fully built in Baden-WĂźrttemberg, the large state

in

Germany

that

surrounds

Stuttgart

and

encompasses the southwestern part of the country. engine

is

The AMG

assembled

in

Affalterbach, the body shell in Weinsberg, assembly

and

the

takes

Sindelfingen.

final

place There

at

is

a

significant amount of pride in the regional ownership of the process.

Present

day

AMG

is

busy

growing. 1600 employees are on staff with about half in engineering and development. In 2016, AMG made just under 100,000 units representing double digit growth over the past several years.

The Southwest Star Magazine – your cars & your events

If that weren’t enough, the Formula One-inspired 1000hp+ hypercar known as “Project One” is poised to emerge soon. Potential customers have already seen a preview and a rolling chassis was even taken to the 2017 Nürburgring 24-hour race for other potential customers to view.

The AMG marque is also expanding beyond the Mercedes family. It continues to be the exclusive powerplant for all Pagani automobiles and is also enlarging the partnership with Aston Martin that will likely see a lot more involvement with that marque going forward.

Fifty years ago, AMG started with a laser sharp focus on engine tuning.

While it has

refined, shaped and evolved that focus over the decades, every AMG engine badge continues to bear its distinctive round emblem that speaks to its roots. On that badge, the AMG name sits across the bottom while the Affalterbach town name spans the top.

On the left, a green apple tree with red apples grows alongside the water. The literal German translation of the word Affalterbach is “apple tree by the creek.” On the right, a cam lobe, valve and valve spring come directly from the company’s focus on engine components.

Other than the modest display area at the reception center, the Affalterbach complex does not have a dedicated museum. The old mill in Burgstall is no longer in AMG hands. Erhard Melcher still has a small personal workshop with assorted parts and pictures, but it is only Page | 24

his personal place to tinker. Few of the important road and race cars or prototypes were retained, particularly in the early years. Mercedes displays some AMG hardware in the main Mercedes Stuttgart factory museum but AMG is a supporting act to the main event.

Given the landmark cars that are associated with AMG and its history, and the growing and loyal customer base, it seems inevitable at some point that a dedicated AMG museum will be established (to your humble correspondent at least).

The family relationship with Daimler and Mercedes-Benz is acknowledged, respected and undeniable, but AMG has its own roots and its own proud identity. Maintaining its own physical space in Affalterbach is a tangible recognition from both AMG and Mercedes that the arrangement is working to the benefit of both parties, and both parties know that they’re pointed in the same direction.

The Southwest Star congratulates AMG on 50 years and eagerly looks forward to and wishes all the best for the next 50!

The Southwest Star Magazine – your cars & your events

t first glance, it looks like many other small German towns with an industrial area. Surrounded by

a

rolling

countryside

alternating between farmland and forest, Affalterbach sits about a half an hour north and slightly east of Stuttgart.

Silver buildings of metal and glass give little indication of anything special other than the usual tradition of industrious Germans taking pride in the tasks of their daily life.

In

Affalterbach,

however,

secrets strain to stay beneath the surface.

Some buildings

discretely show signs with only three capitalized letters rather than a lengthier

descriptive

name

of

comprised

words.

Some vehicles wear black and

by Kevin Ehrlich and Mary Fischer | photos courtesy Kevin Ehrlich and Mercedes-AMG

white swirls on their noses, rears and flanks. Curbing leading to the reception area for a local business is painted with alternating red and white stripes, as at a race track, rather than the customary nondescript industrial park gray.erbach is home for AMG and the Page | 26

epicenter of the production of power in the Mercedes Benz family of automobiles. Engines in all of the most powerful Mercedes Benz road and race cars originate from the minds and hands of the engineers in Affalterbach. This small hamlet in rural Germany is largely responsible for the high horsepower performance credibility enjoyed by cars with the three-pointed star.

Upon our arrival, we took a moment to look around. Within mere minutes, a striking new silver Mercedes Benz AMG GT C with the top down announced its presence with a V-8 grumble as it rolled past a billboard in English: “Welcome to the Home of Driving Performance.” Several flagpoles displayed flags from around the world including the US Stars and Stripes (not a coincidence – flags are thoughtfully raised to correspond with nationalities of scheduled visitors each day).

A quick peek through a nearby window

showed a flash of the distinctive Green Hell Mango paint on car which could only have been a pre-production GT R model. Yes, we were in the right place…

AMG’s operation at Affalterbach is an engineering and engine assembly center. It is not a manufacturing plant or a full-scale passenger assembly line. There is no AMG museum.

It has only a small reception area where current models are on display along with a modest gift shop.

The recently renovated reception area features an engine with all parts

separated and suspended by wires to show the complexity.

The black floor echoes a

starting grid from a racetrack, complete with grid positions and black tire strips where the prior race starters would have spun their wheels and left their mark. The backdrop looks like a tunnel from which the AMG production cars on the floor have emerged.

Displays

The Southwest Star Magazine – your cars & your events

change frequently, but a fully equipped Formula One AMG GT safety car was a popular spot for guests to take photos during our visit.

After we met our hosts for the afternoon, we walked outside the reception area and along the sidewalk towards the main engine assembly facility. We paused at the main security gate which restricts access to interior parts of the compound of buildings. As we looked through the gates, we could see a variety of production and pre-production cars lined up in an orderly fashion backed into parking spaces against the silver and glass building.

Amidst the grouping of cars, a single shape was covered in black and white swirled disguise. The shape had slightly different proportions and we ventured a guess that beneath the swirls might lurk the new GT four-door sedan. Our guide stoically looked on and we declined to push him into making a standard “neither confirm nor deny” statement, but we’d like to think that we got a brief glimpse of a piece of AMG’s future.

As we entered the engine assembly area, we saw a row of completed engines neatly stacked and awaiting delivery to the Mercedes Sindelfingen plant.

The second floor

entrance into the engine assembly area required a swipe of a security badge and the doors opened directly to the assembly floor.

The mighty and storied AMG engine assembly

operation, the birthplace of AMG power and torque - and the group (indirectly) responsible for shredding thousands of tires - is comprised of technicians wheeling carts to various stations like a boutique grocery store with soft music wafting from the ceiling.

Page | 28

It was not chaotic. It was not particularly loud. It certainly was not messy. The parts themselves were manufactured elsewhere, so this facility is dedicated to assembly. A vertical display carried the individual badge of each technician involved in engine assembly, the tangible representation of the “One Man, One Engine” philosophy.

We watched the process of building an eight-cylinder AMG engine as a technician wheeled their cart to a stack of engine blocks, selected one and scanned a barcode to claim it.

They then moved to begin the assembly journey, tracing a U-shaped work path in the center of a large room. Along the way, technicians picked up specific parts at each station and scanned them with their bar code reader as they assembled them into the engine. Each station featured a screen that guided the order of operation.

Tools connected to umbilical cords fit into cradles overhead.

carried a barcode that was scanned before it was used.

Each tool

The tool delivered a precise

amount of torque and an indicator on the screen turned green to confirm correct completion. The process ensures that each engine has a detailed record of its birth. The technology is fascinating and the process is clinical, but the connection with a human to apply oil as needed and keep a skeptical eye on each part and process is ever present.

The AMG ethos requires pride of ownership.

“One Man, One Engine” means that the

individual technician has utilized, but not blindly relied upon, an automated process. If an engine build is still in process at the end of the workday, the cart is wheeled to the side The Southwest Star Magazine – your cars & your events

and engine covered to await the technician’s return. Another technician does not attempt to take over midstream. When the 3.5 hour assembly process is complete, the very last step is to apply the iconic plaque of the engine maker’s name and signature.

Given these engines produce hundreds of horsepower, we had the temerity to ask about the need to check quality on a dyno after assembly. Our German hosts displayed mock offense and patiently explained that with good engineering and methodical and meticulous assembly, there is no reason why an engine should not work properly. Of course.

The whole area is modest in size. There is space around the U-shaped path where parts are brought to the various stations to keep the process flowing smoothly. Along one side of the room is a training ground where new technicians are taught the AMG way. While they arrive with previous training, experience from technical schools, or experience on a Mercedes engine assembly line elsewhere, once they arrive at AMG they spend another several months under close supervision and mentoring before taking their place in the assembly rotation.

Both road car and race car engines are assembled here. The racing engines for the AMG GT3 are bigger at 6.2 liters and retain many similarities from the SLS engine. They also take a lot longer to assemble – two and a half days. The major difference is the time involved with measurements to ensure tolerances required to run in competition and also

Page | 30

align with specifications established by benchmark examples submitted to racing regulators.

Assembled race engines are carted across the street and down the block to the HWA facility where each is installed into a waiting race chassis and sent around the world to race in various endurance and sprint events and championships. More on that in part 3 of our trilogy…

Many of those engines bear the name of Michael Kübler. Herr Kübler is one of the few technicians who handles race engine assembly. After shooting photos of AMG GT3 race car engine compartments in many different countries and race series, your correspondent can attest that Kübler’s name is perched atop the engine more often than not.

Luckily, we had the good fortune to meet Kübler during our tour. Not only was he talented and knowledgeable, but he also was polite and gracious, and clearly takes pride in his labors. Ironically, he admitted rarely having the opportunity to personally attend races to see his work in competition, but quickly added that he follows the AMG world very closely.

In fact, he has become somewhat of a social media celebrity on platforms like Twitter and Instagram under the handle of @F1Mike28, with thousands of followers. No other engine builder in the world is a more effective advocate and spokesperson for their product.

The Southwest Star Magazine – your cars & your events

He started working with Mercedes in 1998, initially working on V-6 and V-8 engines. In 2009, he transitioned to AMG and began his dream job.

Off the top of his head, he

estimated that he’s likely assembled more than 3,000 engines in his career. Perhaps his path should not have been a surprise.

Generations of family before him, stretching from

both his parents back through his great-grandfather, worked at the Mercedes plant in Untertürkheim which sits next to the Mercedes museum in Stuttgart.

On our visit, Kübler was working in an area to the side of the usual production line. Instead of a Mercedes AMG V-8 engine, he was in the midst of assembling a 6.0-liter twin turbo V-12 destined for a Pagani Huayra BC coupe.

The BC – named for the late Benny Caiola who was Horatio Pagani’s first customer – is limited to only 20 units and features more power (740hp) and less weight than a “standard” Huayra. It also carries a price tag in excess of €2million. A close look at the engine verifies where at least part of that money goes.

The engine is massive. Unlike the process for other AMG engines, the technician does not move a cart around an assembly line.

Instead, Kübler plucked parts from shelves around him while utilizing the same process of bar coding parts and tools to assemble the engine.

Kübler is only one of two people who make Pagani engines and only one of a handful who assemble AMG racing engines.

Pagani is a rare departure for AMG outside of the Mercedes Benz family. Mercedes AMG power has been a part of every single Pagani since the company’s inception in the midPage | 32

1990s. Why does Pagani use Mercedes AMG engines? You might think the answer can be found amidst torque curves, design cues and intense boardroom negotiations. You’d be wrong.

Apparently, former F1 driver Juan Manual Fangio gave Horatio Pagani a letter of recommendation that helped get Pagani a job at Lamborghini in 1983 at the outset of his design career when he moved from Argentina to Italy (Pagani was born to Italian parents in Argentina). Fangio was the most famous race car driver from Argentina and drove for Mercedes with great success in 1954 and 1955. He also served as honorary President of Mercedes-Benz Argentina

starting in

1987. When Pagani started the process of creating a supercar of his own, Fangio suggested that Mercedes provide the power.

Pagani went with Mercedes largely as a tribute to his friend and mentor. The handmade nature of a Pagani road car also happens to line up nicely with the AMG “One Man, One Engine” philosophy.

For some time, Pagani was AMG’s only nonMercedes customer. That changed in 2013 when AMG and Aston Martin announced a technical partnership where Daimler would take a five percent stake in Aston Martin and provide engines for a new Aston Martin model.

The

announcement

wasn’t

a

complete surprise as the two companies had conversations about collaborations in the past. Aston Martin customers now have the choice to purchase an Aston Martin DB11 with an Aston Martin V-12 engine or wait a few more months for a DB11 version with a twin-turbo AMG V-8 engine producing 525 horsepower.

Of course, the AMG engines

destined for Aston Martin cars will be assembled in Affalterbach.

The Southwest Star Magazine – your cars & your events

Back outside the engine assembly facility, we passed a parking lot filled with two 2014 SLS Electric Drive cars in matte neon “Electricbeam” yellow plugged in to recharging stations. The Electric Drive SLS platform trades the rumble of a big V-8 for the whine of electric motors and batteries. Priced around $400,000, roughly 100 units were sold and the performance is reportedly very impressive.

Trading electric power for internal

combustion doesn’t save weight – the batteries are quite heavy.

Next to the pair of Electric Drive SLS twins, a dozen or so various road cars were parked in various states of camouflage. Most bore black and white swirls on a front facia or rear bodywork. They likely weren’t too top secret or else they wouldn’t have been parked in plain view but it was an interesting quick look at a step in the development process.

Walking on, the main gates opened and released a Gseries in full camouflage livery. The shape of a G-series (or G-wagen) is unmistakable so presumably the full camouflage treatment was to disguise a nuance that we failed to appreciate. But these are the vehicles that roam the roads in and around the AMG factory as a matter of course on a daily basis…

Next on our tour was a stop at the Performance Studio, which serves multiple purposes.

It is the service center for AMG’s working fleet of cars such as media cars and pace cars.

It is also the place where AMG customizes cars to meet any customer request, ranging from modest badging or stylistic elements to full reconfiguration.

A G-wagen by the

entrance was in the midst of a complete interior overhaul with a price tag that easily would have paid for a GT R. Page | 34

On our entry into this working garage, we quickly spotted six or seven AMG GT R models.

All except one wore the Green Hell Mango paint which has become synonymous with the car. The one exception wore the Solarbeam yellow color scheme which was remarkably striking. The amount of engineering that has gone into the aerodynamics at the front and rear alone likely deserves its own feature. Some GT R cars were media cars that had lived a difficult life at the hands of unmerciful journalists and prospective customers. Others were in the midst of the application of decals in support of their planned display at the 2017 Nürburgring 24-hour race in a few days.

A brand new GT C cabriolet in Solarbeam yellow parked in one of the service bays commanded our attention. Our host patiently explained the unique features of the GT C, including the flared rear fenders taken from the GT R. Now that we had knowledge on styling cues, we realized that the silver cabriolet that welcomed us to the AMG facility several hours before was a GT C. Both the GT R and GT C are just finding new homes with patient customers now.

To the left, we discovered a 2005 CLK-DTM AMG coupe – one of 100 built. It was in the AMG garage for service of some sort, but was in a service bay just like the 30 or so other cars in the garage. We paused for a moment realizing that we had the good fortune to see examples of both coupe and cabriolet flavors of the rare CLK-DTM during our visit after seeing the cabriolet in for service in the HWA garage.

The Southwest Star Magazine – your cars & your events

Before we departed the Performance Studio, our hosts pointed out the brand new C43 sedan – a major point of departure for AMG. The gap between the “basic” Mercedes models and the more powerful AMG powered models has been expanding. The C43 line represents an attempt to fill that gap with AMG engineering and power, but at a lower price point. More mass production means that engines for the C43 line are not assembled with the “One Man, One Engine” philosophy but will benefit from engineering lessons learned.

Mercedes and AMG hope to capitalize on the AMG reputation without

losing what makes the AMG marque so special. Given the strength of the “One Man, One Engine” branding, that may be a challenge for some AMG owners.

Finally, we retreated to the private AMG lounge adjacent to the main reception area. We noted that the steps leading to the second-floor lounge were engraved with recognitions of endurance races, drivers, and championships won.

Recovering from several hours of

digesting AMG and HWA past and present, we asked “where did it all start?”

The

Affalterbach complex is a bustling engineering and manufacturing center but it didn’t start out this way. Our host again beckoned us around a corner and we followed him out onto a balcony where he pointed to a metal roofed one story building below us and another two story building to its right. We had walked past both earlier but not taken much notice of either.

Turns out the one-story building was the original AMG werks when the company first moved to Affalterbach and the two-story building next door was the home for the Aufrecht family. Our host even pointed out the small adjacent building behind the former resident and noted that it was Mrs. Aufrecht’s hair salon. While neither serve their original purpose today, the fact that both have been retained and continue to reside at the epicenter of AMG life in Affalterbach serves as a direct connection to the company’s history.

We departed with a greater appreciation of the culture and passion driving AMG. Of what goes into an AMG car, the teams that design them, the people that assemble the engines, and the drive and passion that binds them together. If you’re an AMG owner, a pilgrimage to the place of origin for your car will strengthen the connection that you already have with your car. It is a visit that every AMG owner should make at some point.

Page | 36

by Kevin Ehrlich and Mary Fischer | photos courtesy Mercedes-AMG

is a close sister company – a separate entity but integrally intertwined with Mercedes and AMG. Founded late in 1998, HWA AG was spun off into its own entity when Daimler formally acquired a majority interest in AMG in early 1999. Named after founder Hans Werner Aufrecht, HWA AG is effectively the racing arm of Mercedes Benz. In recent times, it has handled customer GT racing, DTM (German Touring car racing) and Formula 3 engine supply.

The visit to the HWA facility is not usually on the standard AMG owners’ tour, so The Southwest Star is very grateful for the generous invitation extended by our AMG hosts.

We walked through the loading dock area, past a row of four brand new engines (yes, we checked – three had Michael Kübler’s name on them) and several bare AMG GT body shells awaiting transformation into race cars.

The body shells are made at a new plant in

Weinsberg, close to Heilbronn which is about a half an hour’s drive north of Affalterbach.

(For road cars, the AMG GT body shells are delivered to Sindelfingen to be assembled into complete cars.)

The Southwest Star Magazine – your cars & your events

GT3 racing is intended to make racing versions of road cars, apply regulations to keep them close in performance capability, and prevent expense escalation. The AMG GT road car platform provides the starting point for the AMG GT3 race car. Mercedes contracts with HWA to build new AMG GT3 race cars, deliver them to new customers, and then support them with knowledge and parts when they race.

We entered a long rectangular open workshop where half a dozen AMG GT3 race cars in various states of assembly were arrayed in front of us. The shop was clean and tidy but not overly clinical, evidence of a working shop rather than a showpiece.

An AMG GT3 race car shares the aluminum roof and chassis with the AMG GT road car, but nothing more. At the first station, wiring and electronics were being added to the basic clean chassis. Thereafter, the chassis moves to its right through several other stations,

each

adding

requisite

parts

towards a completed race car. Each car is cloaked in black carbon fiber and Kevlar bodywork as it moves down the assembly line.

Customers usually opt to wrap their

cars in custom liveries for the race track rather than paint them.

The entire process takes about two and a half weeks.

The same ethos of personal

ownership that underlies the “One Man, One Engine� assembly operation is also present in the race shop. In fact, arguably the engine assembly ethos came directly from the race track where no mechanic wanted to be the weak link in the chain.

Each car is custom ordered by a racing team. Parts are ordered with an online catalog, akin to an Amazon.com framework. On our tour, a buildsheet in one of the cars identified

Page | 38

it as an IMSA Endurance Specification order. Prudence prevents naming the customer but perhaps we’ll see it on track in the US in 2018!

In endurance specification, it takes in excess of â‚Ź394,000 (plus VAT where applicable) to buy a GT3 race car. A sprint version is slightly less given modest component differences like the size of the fuel tank. A GT4 variant is planned with a slightly lower price tag as it is more directly tied to the road car.

Looking at the plumbing in the engine compartment of one car nearing completion, we discussed the longevity of race engines.

Most regulatory frameworks where GT3 cars race require the engines to be de-tuned from stock to balance their performance with other marques. The objective is cost control to prevent teams and owners from investing unsustainable amounts of money in pursuit of slimmer and slimmer performance edges.

Ironically, we learned that de-tuning also had the effect of dramatically extending engine life, so engine re-builds are far less frequent than might be otherwise thought.

In fact, one AMG racing engine should last for an entire season, even if it the schedule includes a 24-hour race.

Teams and car

owners certainly appreciate that gentle touch to their racing budgets.

As we neared the end of the assembly line of new race cars, our host turned with a glint in his eye and suggested that we might be in for a surprise in the smaller bay around the corner.

The Southwest Star Magazine – your cars & your events

Here is a tip for your AMG/HWA tour – when the host suggests that there might be something interesting to see, believe him. And follow him.

We did both and found ourselves in the midst of five brand new AMG GT3 race cars. Each was clean, shiny, and being readied for their imminent trip to the NĂźrburgring for the 24hour race.

Each would soon claim the attention of drivers, crews, marshals,

photographers, hundreds of thousands of fans, and worldwide television, radio and internet audiences.

Each would soon be screaming down straightaways and into corners

with precious margins between other cars, straining for position. But at that moment, in the company of our hosts and a few mechanics, we shared a few quiet moments with five members of the AMG racing fleet.

Subsequently, our host suggested that we might also like to see what was parked just outside in the bright sunshine. Remember the tip for your AMG/HWA tour – when the host suggests that there might be something interesting to see, believe him. And follow him.

Page | 40

To the left sat an accurate replica of the 1971 Spa 24 hour winner. The red 300 SEL 4 door sedan serves as AMG’s official homage to the car that made it famous. The original is lost to history, having been sold off after the race. (In those days, race cars were a means to an end and certainly not collector items, so selling an old and used racecar converted junk into cash which was important for a small company.) When we saw it, the car was awaiting transport to the Nürburgring to join five other AMG race cars in a historic display at the AMG compound in the paddock.

To the right sat a silver 1999 Mercedes Benz CLK-GTR Roadster. The CLK-GTR is a rarity.

After 20 coupes were built, five roadsters were built, all based on the race car because of a regulatory requirement for the race car to have a corresponding road car version. The prices were eye watering, the styling exotic, and the 6.9 liter V-12 incorporated into the carbon fiber monocoque chassis. HWA developed and built both the CLK-GTR race car and road car in an unprecedented 128 days, from first paper sketches to its arrival at the race track. The race cars and both version of road cars have become highly prized given their novelty, rarity, styling and V-12 engine.

The driving experience is likely a life-

changing event. We await the opportunity to report further if a current CLK-GTR owner would like to extend a driving/riding invitation to The Southwest Star.

The Southwest Star Magazine – your cars & your events

A closer inspection failed to spot a chassis plate in the usual location on the left side door sill. With a wry smile, our hosts informed us that this was not just a Mercedes Benz CLKGTR roadster built by HWA but rather THE prototype for the five production CLK-GTR roadsters. In other words, we were spending time with a unicorn.

At this point, the restriction on photography was causing physical cranial pain.

We then moved to see another of HWA’s talents – restoration. A pair of vintage 300SL roadsters sat off to the side with no fanfare or ropes. One crème color car was hoisted on a lift, showing off the results of its completed restoration. It was magnificent. It was likely cleaner than when it originally left the factory and sat on the showroom floor. The other was still in progress with the rolling chassis fully stripped down to the tubes on the floor and the body covered in the cocoon of plastic on a lift. Lest there be any doubt, a close look at an original 300SL rolling chassis is remarkable.

We could still see the

remnants of fibers where the chassis was bonded to the body. As we looked over the tubes, our host drew the analogy of a tudor house where the timbers provide structural support but drew additional strength from the stabilizing elements and body around it.

Walking along, we paused for a few minutes in front of a cabinet of victory wreaths and trophies to talk about the technical merits of an impossibly light carbon fiber driveshaft our host handed us.

While we were focused on the driveshaft, our host again suggested

that we turn around for another surprise.

Now that we’ve learned to follow our host’s lead in such things, we obliged and saw a 2006 Mercedes Benz CLK-DTM AMG Cabriolet rolling into the shop – one of only one hundred built.

The car is an homage to a DTM (German touring car) race car with 582

horsepower from a 5.5 liter V-8 engine.

From a standing stop, 60 mph takes only 4

seconds and terminal velocity comes at 186 mph – both of which are ridiculous numbers for a convertible.

The cabriolet version was built after Mercedes AMG built 100 coupe versions which sold out immediately.

With overwhelming demand but a promise to make only 100, the

obvious solution was to make 100 cabriolet versions.

Page | 42

The mechanics backed the cabriolet into a bay and got to work on the right rear wheel hub. When we left, precise adjustments were being applied with a hammer by a highly skilled HWA technician.

In the midst of all the excitement, we almost missed noting the 2010 SL65 AMG black series coupe that pulled into the garage awaiting attention. With only 350 total made – 175 for the US and 175 for the rest of the world – the SL65 black series is a relatively rare car. Of course, when you have just absorbed the sight of the only CLK-GTR roadster prototype and a CLK-DTM cabriolet, rare is relative.

Our visit to HWA was a rare opportunity to see the crucial work that takes place far away from the race track, the glory of victory, and the press of fans and media. It takes serious resources, dedication, engineering and planning to make it all happen. HWA (and AMG) are involved in much of the racing across the world for entrants bearing the three pointed star, but HWA is rarely shown on any of the race cars. While HWA may labor in relative obscurity, its passion and drive are integral to ensuring the success claimed on the race track.

The Southwest Star Magazine – your cars & your events

Page | 44

The Southwest Star Magazine – your cars & your events

n 2013, Daimler AG and Aston Martin signed a technical partnership agreement.

Mercedes-AMG agreed to supply assistance in the area of electronics, gearbox technology, and engines. In return, Daimler received a five percent stake of Aston Martin shares. The DB11 before you is the first all-new vehicle produced under this Page | 46

by Marcus B. Fitzhugh | photos courtesy Aston Martin agreement. Seeing the car from a distance, the amount of electronics and transmission assistance isn’t clear. After seeing Affalterbach’s 4-liter biturbo’d V8 under the hood, the contribution is unmistakable.

The Southwest Star Magazine – your cars & your events

Don’t take this the wrong way. There’s nothing like a twelve. That’s why in addition to the V8, a 5.2-liter V-12 that makes 600 horsepower and 516 foot-pounds of torque is available in the DB11. If the power isn’t enough, the V-12 intake and exhaust resonance forms a melody that’s pure mechanical poetry. Still, Aston Martin recognizes there are some advantages in offering the Mercedes-AMG V8.

Compared to the 5.2-liter V-12, the V8 produces less power and the performance suffers somewhat. In this case, “somewhat” translates to taking one-tenth of one second longer to reach 60 MPH (4.0 seconds versus 3.9) and a thirteen MPH lower top speed (187 MPH versus 200). The advantages of going with the AMG V8 are better fuel economy (over 28 MPG on the European cycle), a substantial reduction in engine weight (over 250 pounds), and the shorter V8 sits further behind the front axle than the V-12. According to Aston Martin, the difference in weight distribution noticeably sharpens handling. This is no doubt assisted by V8 specific revisions to suspension bushings, geometry, roll bars, springs, shocks, and ESP software. By carefully crafting the V8 to be a distinct driving experience from that of the V-12, the V8 appeals to a different audience. One where owners are drawn to a refined and comfortable GT with a more sporting bias.

The DB11’s 4.0-liter V8 is basically the same engine used in the C63 S. Outwardly, the Aston Martin engine cover, air box, and signature plaque differ, but the power difference is a mere 3 footpounds of torque; 503 HP/516 torque as delivered in the C63 S and 503/513 for the DB11. The one4 liters of Mercedes-AMG V8 under the hood of a DB11

Page | 48

half of one percent difference in torque may be due to ECU and exhaust tuning. According to Aston Martin, they reprogrammed the throttle mapping and developed their own engine mounts.

Although Aston Martin is currently known for their 12-cylinder GTs, that’s a fairly recent development.

Aston Martin was established in 1913, but their first V-12 powered

passenger car was introduced in 1999. That was the Vanquish, back when they were owned by Ford Motor Company. Aston Martins were powered by V8s in the three decades prior to that first 12, and inline sixes before then.

The Southwest Star Magazine – your cars & your events

The DB11 replaces the DB9, making this the first new DB model in 15 years. Along with the new V8, the DB11’s V-12 is also new, and both engines are a step in a different direction.

Both the V8 and V-12 are Aston Martin’s first turbocharged passenger car

engines. The DB9 was powered by a 5.9-liter normally aspirated V-12. The 5.9-liter produced 510 horsepower and 458 foot-pounds of torque. If we compare the old V-12 to the new V8, we see the new AMG V8 offers equivalent horsepower, more torque, and better packaging. The DB11’s new V-12 offers slightly better packaging, 20% more horsepower, and 12% more torque.

There are a few visual differences between the V8 and optional V-12 models. The V8’s hood has two vents, while the V-12 model has four. The alloy wheels on the V8 have a different finish and the headlights have dark bezels. Yeah. That’s about it.

"As an engineer, I find the DB11 a fascinating car, one with great depth of character and ability. Of course, the V12-engined variant is an icon -- an ultimate, if you like, but the V8 is very much its own car, one with a distinct and carefully crafted character that’s truly seductive. It has been hugely rewarding to put our stamp on this new engine, both in the way it sounds and performs, and to use its impressive attributes as the impetus to reveal a little more of the DB11’s sporting character."

- Max Szwaj, Aston Martin Chief Technical Officer Marek Reichman’s is the design director at Aston Martin. His new DB11 is a long-awaited shove in the right direction. The DB11 has some unique elements, such as the roof strakes that divide the roof pillars. I’m undecided as to whether I like it in a contrasting color, but it is functional and I like what it does a lot more than I would a wing on the trunk.

The roof strakes house a pair of functional Aeroblades™. These are similar to the Ferrari 488’s aero technology.

Ferrari 488 aero tech

Page | 50

Aeroblade™ intakes above left, trunk exhaust vent on the right

Airflow, as shown in red, is directed from the side, into the C-pillars, and out the upper trunk

The Aeroblade™ helps control airflow, enhancing rear stability.

There are intakes

positioned at the base of the C-pillars. Those intakes draw airflow through inner bodywork before venting it through a discrete duct on the trunk. This produces rear downforce while allowing the tail section to remain smooth. There is also a small retractable spoiler which is deployed at higher speeds.

Although instantly recognizable as an Aston Martin, the DB11 is all new. Having grown tired of Ford copying their radiator grille, Aston redesigned it. The opening has more curves and the lines flow into an all-new hood. The hood is a clamshell design with sensual new LED headlamps. The functional side vents are part of the new lateral structure. The previously mentioned roof strakes get all the attention, making it easy to overlook the sides and their new coke bottle shape. The large rear fenders flow into new LED taillights and the beautiful uncluttered trunk lid.

The Southwest Star Magazine – your cars & your events

“To be able to offer not one, but two exceptional GT cars is terrific for Aston Martin and our customers. I’m particularly proud that this car is the first to receive an engine supplied by our technical partner, Mercedes-AMG. Not least because thanks to the nature of our relationship with AMG we have been given complete freedom to tailor this exceptional power unit so that it meets the particular needs and demands of an Aston Martin.”

- Max Szwaj, Aston Martin Chief Technical Officer The interior is gorgeous and the Mercedes-Benz electronics are easily recognizable. The leather covered COMAND, touchpad controller, and climate controls all came directly from Daimler.

This new switchgear is a dramatic improvement.

Aston Martin is a monied

motoring boutique, and they’ve used controls from other business partners in the past.

The partnership with Mercedes-Benz allows them to move further upscale without the associated R&D.

DB11 gauge cluster on the left, DB9 on the right

The rest of the interior is top shelf. The cabin is covered in soft leather with wood inlays. The oval steering wheel, seats, leather covered dash, console, and door panels have all Page | 52

been constructed by true artisans. The leather seats are brogued, like the leather on a pair of men’s shoes. The DB11 is a four-seater, but the rear seats are more decorative than practical.

They really aren’t designed for adults.

The Southwest Star Magazine – your cars & your events

Both V8 and V12 DB11s have the same standard equipment levels and the same color and trim options. Customers can also elect to enhance the specification of their car with the same Aston Martin Option Packs and Designer Specification packages. In addition, customers can order a suite of Q by Aston Martin.

“The DB11 is the most complete and sophisticated car Aston Martin has ever made. Now, with this new V8 engine option we have broadened its appeal by offering a car that will bring the DB11 to more customers around

the

world

while

still

blessed

with

the

exceptional

performance and memorable character that sets Aston Martin apart from its rivals. Having driven the car during its development phase, it is not just the engine that has changed the character of the car, but also the resulting dynamic changes to create a remarkable GT car with its own distinct personality from the V12.�

- Dr. Andy Palmer Aston Martin President and CEO The V8-powered DB11 is currently available in Europe, and is expected to arrive in the states during the fourth quarter of this year.

Page | 54

The Southwest Star Magazine – your cars & your events

omething about driving a 911 transforms ordinary people into raging Porsche enthusiasts. For me, it happened before my first drive. Way back when, there was a movie called Le Mans. I don’t remember anything about the plot, but I do Page | 56

By Kenny Pi | photos courtesy Porsche

remember the opening sequence. The movie begins with Steven McQueen piloting a slate gray 911S through the French countryside, to the town of Le Mans, and then to the track.

It was a leisurely drive, but the sounds coming from that air-cooled six were intoxicating.

The Southwest Star Magazine – your cars & your events

The 911 has been in production for over half-century, but after all this time, there’s still an air of mystery surrounding it. People often wonder if it’s really that fast. Yes, it is.

But it’s not just fast. With enough parts from a speed catalog, any heap of junk can go fast. The 911 is different. It has mystique, charm, and as you get closer, you’ll notice its race car aura. Here’s an example of the aura; in most cars, the first thing to greet the driver is a gauge cluster.

It usually has a speedometer up front and everything else

positioned around it. In a 911, a big round tach stares at the driver. The priorities are a little different here.

In the past 50 years, the 911 mechanicals have undergone countless changes. The one thing that’s remained is the profile. Butzi Porsche composed the shape, and aside from the VW Beetle, it’s the most recognizable automotive silhouette in the world. So what is this ever changing, instantly recognizable delight? We could take you through its history, but that’s what the 911 “was”. What the 911 “is”, is a different story.

Compared to earlier models, today’s 911 is a lot bigger, a lot more technologically sophisticated, and much faster. Buying one is a lot like purchasing a Glock; you should have some idea what you’d like before making the purchase. That’s because there are 20 different 911s available. They’re all kind of the same, except different. If that sounds confusing, it’s because it is. There are Carreras, Cabrios, Targas, Turbos, a special Turbo, the GTS, a GT3, and a GT2 RS that’s sold out.

Yes, the Carreras, Cabs, and Targas have turbos too, but keep reading, it’ll make sense in the end (I hope).

The base model is the Carrera. The regular Carrera is a coupe and is powered by a 3-liter twin turbo boxer six. It makes 370 horsepower, has 331 pound-feet of torque, sprints to sixty is 4.4 seconds and tops out at 183 MPH. It comes loaded, but naturally, options are available. A LOT of options. At least $64K in optional equipment can be selected – Page | 58

including active rear-steering. The Carrera is also available as a Cabriolet. The Cab is the same gorgeous Carrera, with the same fabulous everything else, but the top comes down and it’s a hair bit slower. By “hair bit” we mean it’s two tenths of a second slower to sixty and tops out at 181 MPH. It’s true that a hummingbird can flap its wings 20 times in two tenths of a second, but for the rest of us, two tenths don’t matter much. If you must reach 60 in the same 4.4 seconds in a Cab, check the PDK option box. PDK is the short way of saying Porsche-Doppelkupplung.

PDK is the Porsche seven-speed dual-clutch

automatic transmission (DCT). You can also order the PDK with Sport Chrono and hit 60 in 4.2 seconds. If that sounds delightful, let me ruin things by saying the Carrera Coupe can also be ordered with a PDK or PDK w/Sport Chrono, making it faster than the Cab. If all this talk about speed has you revved up, you may want to consider the Carrera S Coupe.

The Carrera S Coupe has larger turbos with modified compressor wheels, an

improved exhaust, upgraded ECU, and whatever else Porsche felt was necessary to increase the power level in their 3-liter six to 420 horsepower and 368 pound-feet of torque. The increase in power reduces the zero to sixty time to 4.1 seconds and bumps the top end to an even 190 MPH. The bigger power required bigger brakes which are covered by bigger standard wheels and tires. PDK and PDK w/Sport Chrono are optionally available and they drop the 0-60 time by two tenths of a second for each option box checked. The Carrera S Cab is also available.

For those who prefer a more well-developed derriere, there’s the Carrera 4.

The Carrera 4 is similar to the rear-wheel drive Carrera, but there are differences.

First, it has an electrohydraulically The Southwest Star Magazine – your cars & your events

controlled all-wheel drive system.

The system has a rear-wheel bias and an instrument cluster display that shows how much power is being distributed to the wheels. Second, the rear a Carrera 4 is wider than a Carrera. People who delight in

saying, “I hate to see you leave, but I like to watch you go” appreciate the width.

A standard Carrera 4 has the same engine as the Carrera, but thanks to traction, it’s faster to sixty than the two-wheel drive version. 2017 marked the first time a factory Carrera 4 was quicker than the two-wheel drive Carrera. The wide body has more aerodynamic drag, so its top speed is 2 MPH slower at 181. The biggest difference between the Carrera and Carrera 4 is how they drive. It’s imperceptible in a normal day-today fair-weather commute, but hard to miss during spirited driving. The Porsche Traction Page | 60

Management (PTM) all-wheel-drive system varies drive force to all four wheels, making the car more secure at speed and especially coming out of curves.

The Carrera 4 is available as a coupe, Cabrio, or Targa, and the 420 horsepower S option is offered with any roof you choose. The Targa is special. It’s more than a halfway house between the coupe and Cabriolet. The Targa roof can be folded away, allowing open top motoring, and when left in place it’s as secure as the coupe. However, the elusive trait a Targa offers is exclusivity. In Southern California, we see a lot of coupes and cabs. Targas are uncommon.

If an S isn’t enough, there are plenty of other rungs on the power ladder. The GTS is the next step up.

The GTS is positioned between the Carrera S and the GT3.

Although

incredibly sporty, the GTS is also suitable as an everyday driver. The GTS has a 3.8-liter that makes 450 horsepower and 523 pound-feet of torque. It has the Carrera 4 widebody, wider forged 20-inch center lock wheels, a Porsche SportDesign nose, a sports muffler, and tinted headlight covers. The interior has Alcantara covered sports seats, as does the steering wheel rim, center console and armrests. The interior trim strips are brushed aluminum with a black anodized finish. The GTS is available in five models; the coupe, the Cabrio, the all-wheel-drive coupe, the all-wheel-drive Cabrio, and the all-wheel-drive Targa. Not quite powerful enough? Keep reading.

Every 911 is special, but the GT3 is extra special. The GT3 is the only naturally aspirated 911 available, and Porsche did a pretty good job of making it a street legal GT3 Cup racecar. It has a The Southwest Star Magazine – your cars & your events

GT3 Cup derived 4-liter six that pumps out 500 horsepower at a maddening 8,250 RPM. The power flows through either a seven-speed PDK, or a six-speed manual. Unlike the other 911s, the GT3’s manual only has six speeds because seventh is a cruising gear, and nobody is buying this to go cruising. With launch control engaged, the GT3 rips to sixty in 3.2 seconds, and it will continue to accelerate until it reaches 197 MPH.

Manual

transmission equipped GT3s will hit sixty about a half-second later. The GT3 is a wide body car with a carbon rear wing. The wing sits 20 mm higher than the previous model, giving it greater downforce. The front and rear ends have been designed with 200 MPH in mind and are constructed from lightweight polyurethane to reduce weight. The interior features a GT sports steering wheel and sports seats with extended side bolsters. An optional Clubsport package includes a roll cage, six-point racing harness and fire extinguisher. The 911 GT3 was developed on the same race track and is manufactured on the same production line as the Porsche race cars.

The GT3 is too much car for most us who don’t have an FIA Super License, so for a little more money, there’s the 911 Turbo. You’ve read this far, so you already know there are at least seventeen other 911s with turbos. The 911 Turbo is called the Turbo, because it’s different than the other 911s. Porsche describes it better than we can –

“It’s a different characteristic of the curve of the power. The 911 Carrera we want a feeling which is near to a naturally-aspirated engine, and the 911 Turbo we need the maximum torque at lower speeds.”

- Thomas Wasserbach, director of Boxer Engines.

Page | 62

The 911 Turbo’s 3.8 liter bi-turbo'd six produces 540 hp. That's 20 horses more than last year’s model and the changes include modified intake ports, new injection nozzles and higher fuel pressure. Not powerful enough? The Turbo S is also available. It has revised turbochargers with larger compressors, a remapped ECU, Porsche Dynamic Chassis Control (PDDC), Porsche Dynamic Light System Plus (at these seeds, seeing where you’re going might prove useful), 18-way sport seats, this, that, and who knows what else. The result is 580 hp.

The Turbo S Coupe sprints to sixty in less than 2.8 seconds and has a 205 MPH top speed.

The Turbo hits sixty in 2.9 seconds, and its top speed is 199 MPH. The Turbo S Exclusive Series is yet another option. The Turbo S Exclusive has another 27 horses and higher quality materials throughout the car.

The 911 Turbo S Exclusive Series has several carbon bits, like the hood, roof, and side skirts. The rear has a Turbo Aerokit wing, a new apron, a ram-air scoop in carbon, and

The Southwest Star Magazine – your cars & your events

an exhaust system with dual twin stainless-steel tailpipes in black. The fenders have Porsche Exclusive Manufaktur plates. In addition to Golden Yellow Metallic, the Turbo S Exclusive Series is offered in other exterior colors.

Lastly, all 911 Turbos have all-wheel drive and PDK.

Some may raise a fuss because they prefer rear-wheel drive and a manual. I’ve got good news, bad news, and “you knew this was coming” news. There’s only one 911 left. It’s the GT2 RS. It comes with rear-wheel drive, PDK, and is sold out. The GT2 RS was introduced at the Goodwood Festival of Speed and it was sold out the day it was introduced.

Page | 64

The GT2 RS is the fastest and most powerful street legal 911 Porsche sells.

Or sold,

because like I said, they’re sold out. At the heart of this car is a 3.8-liter 700 horsepower biturbo six. It weighs 3,241 pounds with a full tank of gas, is a tick faster to sixty than the Turbo S, and tops out at 211 MPH. It has bigger turbos, an enhanced cooling system, a custom seven-speed PDK, custom titanium exhaust system, an Alcantara / black leather/ carbon-weave interior, carbon hood, magnesium roof, and a watch.

Yes, a watch; because when you plunk down $300K you should know what time it is. Porsche Design and the Motorsport division developed the 911 GT2 RS Chronograph and it's exclusively for 911 GT2 RS drivers. Technically, that means both the RS and the watch are sold out.

Which 911 is for you? That’s a personal preference. For me, it would be an inconspicuous slate grey Carrera S Coupe, black interior, the X51 power kit, P3P Sport Package, and at least $50K in other options, just how I imagine Steve McQueen would have ordered it.

The Southwest Star Magazine – your cars & your events

Page | 66

The Southwest Star Magazine – your cars & your events

M

ercedes-Benz announced via press release on July 24, 2017 that this season would be its last in German

touring car competition known as DTM as the factory moves to join the Formula E series starting in 2019.

Later the same week, Porsche announced it was joining the Formula E series and closing its

LeMans

prototype

program.

The

announcements from Mercedes and Porsche followed the path into Formula E already worn by fellow German manufacturers Audi and BMW. Mercedes

will

continue

its

Formula

One

program but the recent move of all four of the major

German

automotive

manufacturers

towards full electric racing programs merely underlines the current trend towards electric production cars.

The current political climate

in Europe from many governments who are actively averse to the internal combustion engine,

the

continued

fallout

from

the

Volkswagen “dieselgate� story, and questions about the budgets required and the return on investment in series like DTM and prototype sportscar racing are the main drivers of the decisions.

While Porsche has not been active in DTM series, Mercedes, Audi and BMW have been quite active. Mercedes dates its involvement back to the origin of the series in 1988.

Mercedes has won 138 races overall, including 10 driver championships, 13 team championships and 2 manufacturer titles.

Page | 68

by Kevin Ehrlich photos courtesy Mercedes-AMG

The DTM series – short for Deutsche Tourenwagen Masters – is generally not well known outside Europe but has been a forum for brilliant and close quarters racing. In the early 1990s, four-door Mercedes 190E models roamed race tracks before the C-class coupe became the weapon of choice starting in the late 1990s.

As time progressed and manufacturers became more engaged, budgets expanded bringing high tech development. In modern times, the cars bear only a passing resemblance to The Southwest Star Magazine – your cars & your events

road cars with a silhouette shape and brand markings. Highly tuned aerodynamics, carbon fiber, sequential shift gearboxes and other electronic gizmos made the cars closer to Formula One race cars than anything available from a showroom.

The high stakes of competition between the German marques also brought top talent. The DTM has served as a proving ground for young drivers, career DTM specialists, drivers crossing over from sportscar racing, and ex-Formula One pilots.

Drivers like Bernd

Schneider won many races and championships with Mercedes entries.

At present, the withdrawal of Mercedes from DTM leaves an uncertain future for the series.

Whether Audi and BMW will see fit to continue remains to be seen. Given the extent of manufacturer involvement and support required, the series was already in a costconscious mode but it should not be surprising if Audi and BMW decide that the return on investment no longer justifies involvement.

Formula E is an all-electric series that races on tight street circuits in population centers.

It restricts development in some areas like the chassis and battery, effectively focusing Page | 70

budgets on other areas like the electric motor itself. The cars feature standard chassis and are more akin to open-wheel purpose built race cars than road car derived platforms.

Battery life is limited, so drivers make a pit stop during the race. Rather than pitting for fuel or fresh batteries for the car with which they started the race, they switch to an entirely new car to continue to the finish.

The series is fairly new, with its inaugural race held in September 2014. It started with private teams, but has quickly gained full factory involvement. Races are held at locations around the world in places like Hong Kong, Chile, Rome, Paris, Montreal, Morocco, Mexico City, and New York.

No question that Formula E represents a material pivot for Mercedes and the other manufacturers.

The days of DTM door-to-door racing in eight cylinder, 500+ horsepower purposebuilt silhouette cars on traditional road courses and street circuits around Germany are coming to a close. Almost three decades of racing heritage is giving way to a much different way of racing, with much different cars at much different venues, with much different fan bases.

Will Formula E be able to attract fan interest and loyalty, or will it merely serve as a politically acceptable way to go racing and conduct research and development, or a combination of both?

Perhaps in three decades we’ll be able to look back and fully

evaluate. In the meantime, we’ll enjoy the last DTM races involving Mercedes-Benz and relish the marvelous history of the marque in the series.

Auf Wiedersehen!

The Southwest Star Magazine – your cars & your events

“We are delighted to confirm that we have reserved one of our two new entries in Season 5 for MGP (Mercedes-Benz GP). Formula E wants to become the platform where car manufacturers test and develop the technologies that they will then introduce on their road cars. Having the chance to include in the future a brand like Mercedes our Championship would be a major boost to achieve that objective.

Alejandro Agag, CEO Formula E

Toto Wolf

“We have been watching the growth of Formula E with great interest. At the current time, we are looking at all the options available in the future of motor racing, and we are very pleased with an agreement that secures us an opportunity to enter the series in Season 5. Electrification will play a major role in the future of the automotive industry. Racing has always been a technology R&D platform for industry and this will make Formula E very relevant in the future.”

Toto Wolf Executive Director of Mercedes AMG Petronas Formula One Team

Page | 72

The Southwest Star Magazine – your cars & your events

Rolling with th

R

ight out of the box, the C63 is all killer, no filler. If the 469 horses that come with the standard version aren’t enough, checking the box marked S bumps the pony level north of five hundred. The power is impressive, but this isn’t just a fast car.

The C63’s luxury, performance, and safety list is endless.

Voice control, the cabin

fragrance system, active LED headlamps, PARKTRONIC, DISTRONIC, PRE-SAFE, BAS PLUS, power trunk, multicolor ambient lighting, COMAND, the touchpad, pano roof, Nappa Page | 74

he fatness

By Marcus B. Fitzhugh | photos courtesy Prior Design

leather, rearview camera, in-car WiFi, 14-way power sport seats, dual zone this, heated that, have I made my point? So why does it need a Prior Design body kit?

It doesn’t need the kit, but in the AMG market segment, people appreciate “unique”. For some, that may sound odd. After all, a C63 is a limited-edition Mercedes-Benz. That’s true, but depending on your zip code you may pass several on your way to work. If you’ve

The Southwest Star Magazine – your cars & your events

seen all the color combinations and

a

wheel

enough,

a

upgrade Prior

isn’t

Design

equipped C63 Coupe may be the

tailor-made

look

you’re

after.

What makes it unique?

Let’s

consider how we got here.

First, Above: Stock C63 Coupe, below Prior Design

sedan.

there

was

the

W205

It’s the best-selling

Mercedes-Benz in the States, so there’s a zillion of them. The standard C-Class Coupe came next. The coupe has the same front clip as the sedan, but from the front glass back, the coupe and sedan don’t share any bodywork. The windshield, side and rear glass, roof, doors, quarter panels, trunk, and rear bumper are all specific to the coupe. Clearly, there are a lot fewer coupes than sedans.

Then AMG got involved and that brought more changes.

Daimler says the changes

required for the AMG C-Class Coupe are close to what it would take if they were building a completely different body style. The C63 Coupe and C-Class Coupe have the same roof, doors, and trunk lid. Every other C63 body part is AMG specific. The bumper covers, grill, hood, front and rear fenders, side skirts, and diffuser all have AMG part numbers. As does most of the front and rear multilink suspensions (the entire rear axle is exclusively AMG).

The AMG C-Class Coupe is the car Prior Design used as a starting point.

The key word in Prior Design’s PD65CC Widebody Aerodynamic-Kit is w i d e b o d y .

The stock C63 is more than 2.5 inches wider than a stock C-Class Coupe. Prior Design started there, and made it wider. In addition to the widened front fenders and rear flares, the kit comes with a new front bumper, front spoiler, hood, rear bumper, rear diffuser, side Page | 76

skirts, spoilers that sit below the side skirts, and a large optional bolt on rear wing.

The body parts are a Fiberglass-Duraflex blend.

Prior Design went this route to

ensure there’s elasticity where needed, because nobody wants a C63 with cracked custom bodywork. Prior Design says this is a bolt-on kit.

They claim there’s no

cutting, fine-tuning, massaging, or any other nonsense needed to make this kit fit. That’s another plus because when a kit has fine print that says “a trained body shop professional must make adjustments for a perfect fit”. That’s typically double talk for “with enough Bondo it’ll look good at night from across the street.” Also, it’s easier to remove a kit when a body saw isn’t part of the installation.

Prior Design also created the kit in a way that allows the parts to be spot painted.

Paint is always an issue because no one wants to repaint an entire AMG vehicle.

Ideally, the installation process would be a test fit, disassembly, paint the parts, reassemble, and then admire the work.

This is entirely doable as a DIY project for someone with bodywork expertise.

For

others, a body shop should be able to knock this out in a few days.

Prior Design has offices in Pompano Beach, Florida.

The Southwest Star Magazine – your cars & your events

Page | 78

The Southwest Star Magazine – your cars & your events

agon Estate is a SoCal group that was established in 2014. They respect the classic lifestyle of the iconic long roof estate car. If you’re a little lost in the lingo, the Brits refer to “station wagons” as “estate cars”. We know. These aren’t for everyone. For some, an estate car is just a new name for their grandparents’ relic. That said, a select few estate cars are more than simple grocery getters.

The 2018 AMG E63 S Wagon is one such car.

Page | 80

By Marcus B. Fitzhugh | photos courtesy Mercedes-Benz The E63 S Wagon is both jaw-droppingly gorgeous and practical - in a 180 MPH kind of way. Like every other AMG, the engine is special. The E63 S Wagon has the AMG 4-liter biturbo V8, and this one produces 603 horsepower. That’s right, SIX HUNDRED PLUS. As proof that it’s not a flash in the pan dyno number, it makes 627 lb-ft of torque from 2,500 to 4,500 RPM. No, power isn’t an issue, and neither is putting it to the ground. The 603 HP is routed through an AMG SPEEDSHIFT equipped MCT 9-speed transmission, where it is directed through the AMG Performance 4MATIC+ all-wheel-drive system. Some may The Southwest Star Magazine – your cars & your events

say, “It’s a boosted motor in a heavy car, what about lag?”

Anyone who’s ever driven the AMG 4-liter can attest that this motor has a powerband that’s brutal, instantaneous, and available throughout the rev range. Those who regularly find lag have the transmission in manual mode and are in the wrong gear. Set DYNAMIC SELECT to SPORT+, plant the go pedal on the carpet, and hang on. 600+ pounds of torque through all four wheels catapults the E63 Wagon to sixty MPH in under three and a half seconds. The 600+ horses will keep the occupants snugly in their seats until either the 180 MPH electronic speed limiter or fear for personal safety causes the driver to lift.

The AMG Wagon’s interior is the same as the E400 Wagon, sort of. The E400 Wagons’ spacious, sophisticated, and practical bits are all there. The aromatherapy, hot massage, and standard high-end materials have been coupled with the AMG performance steering wheel, nappa leather (which includes the dashboard and beltlines), AMG performance seats, speed-sensitive variable ratio sports steering, and the AMG DYNAMIC SELECT drive program. This is the upgraded AMG DYNAMIC SELECT, with all five programs that modify the engine, transmission, suspension, steering, ESP, and the all-wheel-drive system. The dual 12.3” digital instrument cluster is also upgraded with three display designs unique to AMG: “Classic,” “Sport” and “Progressive.”

The rear-facing third row seats aren’t available in the E63 S Wagon. My guess is someone thought it best if everyone faces forward when the warp drive is engaged. Other than that, the AMG Wagon is just as practical in every other way. It has 35 cubic feet of trunk Page | 82

capacity with the second-row seats up, and enough room to land commercial aircraft with the seats folded down. The rear seat backs can also be folded down in a 40:20:40 split.

The exterior has several AMG specific attributes.

For the first time on an AMG

wagon, the hood is inset between the fenders and bumper, like the E-Coupe. The E63 S Wagon has an AMG specific nose with unique headlamps, and a tight dual fin grill.

The lower nose section has three large air intakes with a sizeable front splitter. The air intakes aren’t just for looks. The E63 S Wagon

has

sophisticated

cooling

technology, similar to that used on the GTS. The fenders have been widened, giving it room for the increased track width and larger AMG wheels.

The AMG side skirts

give the wagon a lower appearance and an The Southwest Star Magazine – your cars & your events

elongated length. The tail of the Wagon has a muscular rear end with a bumper insert sporting a diffuser and a four-tip exhaust system.

"The new AMG E63 Wagon combines our brand's hallmark driving dynamics with high everyday practicality. It is not for nothing that the model has been a permanent fixture in the AMG portfolio for 40 years.

The powerful engine and the intelligent all-wheel drive underpin our claim to always be at the forefront of development when it comes to performance" - Tobias Moers, CEO of Mercedes-AMG GmbH.

Is this the wagon for you? It really depends on how much gear you need to move. The wagon has 35 cubic feet of storage with the second-row seats up, and 65 feet with them folded down. The GLE 63 S has similar storage capacity at 38 cubic feet with the rear seats up and over 80 cubic feet with the seats down. The GLS has even more room with 90+ cubic feet (second and third row seats folded down), but the SUVs are larger, less powerful, and don’t qualify as iconic long roofs.

The AMG E63 S Wagon is only available in S configuration, making it perfect. If I could change anything, it would be the name. Worldwide it would be known as the E63 S Estate.

Page | 84

The Southwest Star Magazine – your cars & your events

Audi Dominates the NĂźrburgring 24 Hours the Hard Way

story and photos by Kevin Ehrlich and Mary Fischer

e almost made it.

After years of racing in fog, rain, and hail, we almost made it.

The weather challenge for the 2017 NĂźrburgring 24-hour race was heat. The sunshine turned up temperatures in the Eifel to unusually high levels.

Drivers struggled with

exhaustion. Tire manufacturers could only guess at optimal compounds with limited data in their logbooks at such temperatures.

The 200,000 plus fans adjusted as well, but fans at the NĂźrburgring are always prepared to work around the weather. Sunbathing Germans unfolded beach chairs, added pools to their encampments in the forest, and stocked up on beer (need to keep hydrated).

On the track, the #29 Land Motorsport Audi seized the lead and dominated from about 4 hours into the race. It easily led the most laps, stayed out of trouble, and consistently logged lap after lap after lap of fast lap times. Porsche failed to challenge for the lead Page | 86

and seven cars in the AMG stable each encountered challenges along the way. Several BMW entries kept things close, but the race was owned by the green and white #29 Audi.

Until it wasn’t.

In the 22nd hour, after leading for 125 laps, an ECU fault struck the Audi. It exited the pits and tried to circulate, but the electronics issue limited the car to limp mode speed rather than its usual spritely race pace. The #29 team saw its hopes for a win evaporating in front of them. The car returned to the pits where engineers reset the system – the rough equivalent of a control-alt-delete reboot.

The reset cured the electrical gremlin and the Audi returned to the fray, but having surrendered the lead. The team was devastated. To run well at the Nürburgring 24, let alone dominate, and then lose a shot at a win due to some mysterious sensor glitch resulted in heads buried in hands with disbelief. Bosses consoled drivers. Crew members quietly carried on without the extra boost of energy that leading brings.

Then it happened. The rains came. The torrential rains came. The torrential rains came selectively, completely drenching some parts of the rack while leaving other parts absolutely dry.

With only 25 minutes to the finish, pit lane exploded into a frenzy of activity. Crew members scrambled with new tires and cars suddenly appeared for service, competing for scarce space on pit lane with shared pit stalls.

The Southwest Star Magazine – your cars & your events

The full NĂźrburgring 24-hour circuit spans a length of 15.7 miles. It encompasses three towns within its perimeter. Perched in the Eifel mountains of western Germany, weather is notoriously unpredictable.

Weather can rise very quickly and violently, but also very

locally. Which brings us to the key point of the race.

Out in the forest, a downpour soaked the area of the track around Pflanzgarten. The track became soaked and rivers quickly formed to stream across the track. An asphalt surface already littered with dirt, gravel, rolled up bits of tire and other debris became treacherous with the added water. Drivers on slick tires encountered the maelstrom with little warning.

Some navigated through slowly but successfully while others made contract with other cars or the barriers. Teams struggled with the choice of whether to switch to rain tires.

At that point, the leading #9 WRT Audi and the second place #98 ROWE BMW M6 were trying to stay on slick tires.

The #29 Audi pitted with the intent of mirroring the tire strategy of the two leading cars, but the race turned in an instant when a stuck fuel filler cap cost the team valuable seconds to remedy. However, the additional few seconds also gave the #29 Audi team a lifeline.

Rather than stick with the plan to mount slicks, the team quickly changed course, put on wet tires and released driver Kelvin Van Der Linde back onto the track. Van Der Linde passed the BMW on the next to last lap as it struggled on its slick tires. He then passed the WRT Audi to reclaim the lead as the WRT Audi pitted for rain tires on the very last lap of the race in an effort to salvage a podium finish.

As the checkered flag waved, the two

Audis finished first and third and the BMW finished second.

Page | 88

Even more incredible than the last lap heroics for the #29 Audi to rescue the win, it was the second year in succession that the race turned on a last-lap pass for the victory. In 2016, it was an exchange between two Mercedes AMG drivers

that decided the

outcome.

It was Audi’s fourth Nürburgring 24hour win, but the first for Land Motorsport. It was also the first for American Connor de Phillippi, making him only the second American in history to win the event after Boris Said did it in 2005. Van Der Linde was the first South African to win the event as well.

Fellow drivers Marcus Winkelhock and Christopher Mies claimed their third and second Nürburgring 24 wins, respectively. They completed 158 laps in the win, one short of the distance record claimed in 2014 by another Audi.

And what of the Mercedes AMG squad of customer cars? Seven cars were entered, all with livery touches that gave a nod to the 50th birthday of AMG. Just before the race, all of the Mercedes AMG drivers gathered together in front of The Southwest Star Magazine – your cars & your events

the Mercedes grandstand in turn 1 with a banner to recognize the occasion and thank the fans for their support. As it turned out, however, seven bullets in the gun wasn’t enough. With the dominance of the AMG GT3 in its maiden Nürburgring 24-hour race in 2016, perhaps it shouldn’t be surprising that the balance of performance regulations ratcheted back the AMG might a bit.

In qualifying, the highest placed AMG started seventh in the hands of ace Maro Engel just under two seconds off the pole time.

15th.

Two other Mercedes AMG entries started 14 th and

Two more rounded out the top 20 in 19th and 20th positions.

At the sharp end of the field, American Jeff Westphal took a popular pole position in his yellow Scuderia Cameron Glickenhaus SCG003, the project spearheaded by another American, Jim Glickenhaus. The #29 Land Motorsport Audi and the #9 WRT Audi started second and third, foreshadowing their strong run.

While the Mercedes AMG did not boast outright pace this year, two cars finished in the top 10 overall. Maro Engel in the white and blue Black Falcon skidded off the road and incurred right side damage in the late-race rainstorm but finished fifth overall, on the tail end of the lead lap. The black Haribo AMG finished 8th overall, a lap down, after suffering a time penalty in the night hours.

The silver and black #50 AMG was a victim of the late race rainstorm.

While running in 6th place overall, Maximilian Buhk slid off the track at Metzgesfeld damaging the car. Sadly, Page | 90

despite running 155 laps over 23 hours and 36 minutes, the car did not finish. The #47 yellow and black HTP car retired in the evening with damage suffered in a collision. The blue #3 Black Falcon AMG car had early contact which put it out of contention for the win, but the team kept it running for a recovery drive to 23rd place overall. Two other HTP customer AMG entries finished 13th and 14th overall as well.

The two yellow Scuderia Cameron Glickenhaus cars were fast but ran into their own misfortunes. The pole sitting #704 car slowed for a yellow zone and was hit from behind by the #3 blue and yellow Black Falcon Mercedes AMG.

The 15 minute repair was ultimately

done in vain, however, when the #704 retired after 19+ hours of running due to a single-car crash near Flugplatz. Its sister car (#702) had a fuel tank issue that prevented it from taking a full load of fuel, inevitably requiring more stops along the way. It soldiered on and was credited with a 19th place overall finish.

Porsche had a difficult race with a single customer car finishing in the top 10 and others retiring early. Bentley teams encountered issues as well. Among the top 10 finishers, four BMW cars in the top 10 were the most of any manufacturer. (In addition to the four BMWs, pairs of Audis and Mercedes AMG cars, a single customer Porsche, and a single customer Ferrari comprised the marques in the top 10.)

The Southwest Star Magazine – your cars & your events

BMW and Mercedes AMG both had a significant presence at the track for fans. BMW occupied its traditional hillside location just outside the paddock with a huge pavilion overlooking the track for BMW guests.

Mercedes AMG took up its now traditional location at the edge of the paddock very close to the entry to pit lane. BMW thoughtfully acknowledged AMG’s 50th Anniversary with signage on the side of their guest pavilion reading: “You ordered cake. We made donuts. ///M congratulates AMG on its 50th anniversary.”

The Mercedes AMG compound included an outdoor balcony area with long picnic tables that allowed any fan to find some shade and watch the race cars exit the grand prix section of track and climb out onto the twisty and narrow Nordschleife. There was also a display area for several modern AMG road cars and a show race car for fans to try their hand at pit stops.

A private indoor area for special guests (i.e., potential customers) contained a rolling chassis of the new Project One supercar.

Page | 92

The highlight, though, was a selection of six AMG race cars arrayed side by side to show off many different variations of Mercedes AMG racing history. The AMG “Red Sow” 300 SEL tribute car to the famous AMG Spa 1971 win anchored the line-up. A pair each of German touring cars and sportscars (the benchmark CLK-GTR and an SLS GT3 Spa 24 hour winner complete with original race grime and bugs) came next, followed by a modern day Silver Arrow Formula One car. It was quite a popular attraction for fans and certainly highlighted the strong AMG racing pedigree.

Inside the Ring Boulevard spectator area, manufacturers and vendors set up displays for show cars, t-shirt and die-cast car sales, and simulator rides. Mercedes AMG paired two important cars together in their area – the white and blue overall race winning AMG GT3 from the 2016 Nürburgring 24-hour race and a new pre-production Mercedes AMG GT R. The link between racing heritage and road car development was not subtle. Turns out, we had seen decals being applied to the exact Green Hell Mango GT R car earlier in the week at Affalterbach during our tour of the AMG Performance Studio.

The Southwest Star Magazine – your cars & your events

As always, each NĂźrburgring 24 hour race is unique. With 160 competitors across 21 classes, there were compelling stories everywhere. Some stories were told by teams or drivers who were making their debut and considered merely getting the chance to race to be a victory.

Other stories were told by teams or drivers who are fan favorites year after year.

Regardless, finishing this race is very difficult. Attrition due to contact with other competitors or the barriers or due to weather competes with the challenges of mechanical reliability. The spirit of fighting back, of fixing with tape and zip ties just to get the car back on track, and of soldiering on out of pride even when hope of podium hardware is likely gone – those are the races within the race.

The 2017 edition waited until over 98% of the race distance had been run to play a weather wild card. In the end, the rainstorm ended or hampered the race for some but also provided the twist that rewarded a bold pit stop call and thrust the #29 Land Motorsport Audi to the top of the podium on the last lap of the race.

Each year is unpredictable and unique. No

wonder over 200,000 Germans flock to the NĂźrburgring every year for this event, and a growing international audience joins them, both in person or online.

Page | 94

The Southwest Star Magazine – your cars & your events

plug-in version of the 911 seems to fit Porsche's move into the electric car market, but it’s off the table for the foreseeable future.

In June, Porsche Product Director August Achleitner announced the project had been cancelled Page | 96

By Tony Brown

some time ago. This counters an earlier report which stated a hybrid 911 was going to be part of the next generation 911.

The project was shelved due to weight and cost. The battery packs, electric motors, and The Southwest Star Magazine – your cars & your events

related equipment would have added several hundred pounds. In addition, Porsche said the technology would have increased costs and reduced profit margins.

This doesn’t mean we’ll never see a 911 hybrid, just that we’re not seeing one in a 2020 – which is a mere two model years away.

If you’re confused about hybrids and electric vehicles. We’ll try to simplify things. There are three ways in which vehicles are powered. (1) By fossil fuels (gasoline and diesel).

(2) Just electricity. Some examples of purely electric vehicles are the Smart E-Drive, Tesla, BMW i3, Nissan Leaf, and Chevy Spark EV. (3) Vehicles that use a combination of fossil fuel and electric power, which are called hybrids.

A hybrid electric vehicle simply relies on two different power sources. Beyond that, hybrids can basically be divided into two categories; hybrids and plug-in hybrids.

In the U.S., there are no diesel-electric hybrid vehicles, but in Europe, the diesel-electric hybrids and our gasoline-electric hybrids follow the same principles.

Gasoline-electric

hybrids use a battery pack, an electric motor, and a gasoline engine. At some speeds, the gasoline engine powers the car and charges the battery pack. At other speeds, the electric motor uses electricity stored in the battery pack to power the car. Basically, a standard hybrid has various ways to keep the battery charged without and external power source.

Like a standard hybrid, a plug-in hybrid can partially recharge on the road, but it needs to be plugged to fully recharge the battery. That’s because its battery is too large for the car to efficiently recharge it on the go. There are exceptions to every rule, and one of those is the Porsche Panamera S E-Hybrid. The Panamera S E-Hybrid can fully recharge while driving, but it can also be plugged in.

Hybrids can automatically change their mode of operation between series mode, parallel mode, and all-electric mode.

In series mode, the electric motor is used to drive the wheels, and the gas engine generates the electricity used by the electric motor. In that case, the gas engine doesn’t power the drive wheels.

Page | 98

Old diesel-electric trains are series hybrids. Their huge plume of black smoke is caused by the diesel engine that’s powering a generator, whose electricity is used to power the electric drivetrain.

In parallel mode, the wheels are powered by both the gasoline engine and the electric motor.

Hybrids also operate for short durations in all-electric mode. When you see a hybrid silently creep up the street, it’s running purely on electricity. They do this at low speeds, where energy usage is minimal.

Are we disappointed in the plug-in 911 being dropped? Not really. A base Carrera gets 20 MPG in the city and 29 on the highway. Let’s say it averages 25 MPG. If an owner drives 10,000 miles per year in the current car, they’ll use 400 gallons of fuel. At $3.50 per gallon, that’s $1,400. If the hybrid technology boosts the 911 fuel economy to that of a Ford C-Max Hybrid econobox (42 MPG in the city and 38 on the highway), that would make the average 40 MPG. In this case the owner would use 250 gallons of fuel, and the annual fuel cost would be $875. The owner would save $525 per year. The Panamera E Hybrid costs $14,600 more than a standard Panamera. Using that number, our 911 Hybrid owner would take over 27 years to recoup their investment. One reason the project has been shelved is because of cost, so I’m going to guess the 911 hybrid technology costs more than the Panamera E Hybrid technology.

Besides, if we wait for the next technological advancement there’s a good chance it’ll be lighter, faster, and less expensive.

The Southwest Star Magazine – your cars & your events

ith the gavel whirling in the air, over a hundred automobiles found new homes at the RM Sotheby’s Santa Monica auction held in June. Hosted in the Barker Hanger on the south side of Santa Monica airport, the auction attracted a very wide range of cars and memorabilia for sale

Ferraris, Porsches, Aston Martins, and Mercedes joined Fords, Chevrolets, BMW, Rolls Royces and Cadillacs.

Estimated values ranged from the thousands to the million dollar mark.

Cars and memorabilia to be auctioned were arrayed for view in advance of the auction for potential bidders to have a closer look. Some of the higher dollar lots were positioned on a red carpet in the front part of the venue. The rest of the lots were Page | 100

story and photos by Kevin Ehrlich and Mary Fischer

parked behind or alongside the hanger. A bar kept guests sufficiently hydrated and trucks outside provided a wide variety of food-based energy.

The Southwest Star Magazine – your cars & your events

Wandering among the lots was a fascinating experience by itself. Some cars were clearly prepared by experienced sellers and/or dealers. They included specifications of the car, history of the model, and photos of restorations.

Each car had a story to tell.

Listening to the running commentary between bidders was also fascinating. “Great car.

Rare, but not valuable.” “This would be a great steal, but only if the price is below….”

“No way was this an original color. Nice, but had to have been resprayed at some point.”

The auction itself was held in the rear of the 35,000 sq ft venue, permitting cars to be wheeled in from the rear lot and spun on a turntable in front of the auctioneers and bidders.

To get started, the auction moved through 68 pieces of automotive nostalgia such as original event posters, artwork, car sculptures, neon marque signs, books, manuals and badges. Buyers paid prices of several hundred to several thousand dollars to take home 55 of the lots, the remainder falling short of reserve prices set by the consignors. The RM Sotheby’s staff seated along the side of the room facilitating internet bidding were particularly busy during that time.

The memorabilia sales were the warm-up act for the automobiles on offer. The automobile auction is a balance of logistics. A pair of auctioneers split duties as one described the vehicles and the other manages the bidders. The pace was brisk, but a bit more deliberate on the auctioneer speed spectrum. No rapid fire and no barking out dozens of words without a breath. Staff Page | 102

dressed in black (to avoid taking attention away from the action) fetched cars from their pre-auction parking places in a precise order and delivered the right car to the main stage at the right time and removed it just as quickly. Cars with more bidder interest did a few more spins on the turntable than those with less interest.

The cars selected or accepted for the auction were clearly done with thought. For example, it was rare to find two of the same make and model in the auction. Even for those that were close, there were differences between the cars so that they didn’t directly compete with each other for attention.

Others will need to opine on the relative success of the auction, the state of the collector car market, and whether bidders overpaid or found bargains. Over $9 million worth of vehicles sold with just under 64% of the lots sold. Some cars failed to meet reserves and returned home with their owners.

Sixteen varieties of Mercedes-Benz motorcars awaited bidders. The highlight for the marque and high sale for the auction was a 1960 Mercedes 300 SL roadster. Fully restored and wearing a light green The Southwest Star Magazine – your cars & your events

poly paint color with dark green interior, the 300SL was parked prominently for bidder inspection upon arrival. After lively bidding, the sale price of $1.1 million met the preauction estimate.

Buyers who fancied a vintage Mercedes convertible also had a chance to bid on a 1957 190SL. At a slightly different price point, the fully restored black and tan car sold for $126,500.

Several different Mercedes-Benz models from the early 1970s were also available. Two different 300 SEL 6.3 sedans were among those that sold. A crème 1970 300 SEL sold for $41,800 and a blue 1971 300 SEL sold for $47,850, both falling just shy of pre-auction estimates. A white three-owner 1971 220 SE cabriolet with an estimate of $240,000 to $280,000 did not meet reserve and went unsold.

While the auction had an assortment of vintage Mercedes, one was much older and unique than the others. A two-tone blue 1937 230 Roadster had novelty and rarity going for it.

One of 30 built and only 6 known to exist, the car was originally delivered to the German postal service for promotional use. It was purchased by a US serviceman stationed in Germany and is the only one known to reside in the US. A significant restoration was undertaken in 2007 and a comprehensive photobook with all aspects of the process was available for review. It carried a pre-auction estimate of $200,000 to $250,000.

To the amazement of your humble corresponded, the 1937 roadster rolled onto the auction block, attracted only a brief burst of interest, and then exited without meeting reserve and without being sold. This is part of the unknown of any auction – who is in the room or on the telephone, what might attract interest, what car or marque is desirable at that particular point in time and what clearing price is sufficient to make a meeting of the minds between buyer and seller.

Conversely, a 2005 Mercedes McLaren SLR with under 8,000 miles attracted enough interest to sell for $264,000 which was in-line with market estimates. The bright silver and chrome supercar shone under the bright auction lights.

Page | 104

The higher-profile, higher-dollar lots unsurprisingly generated the most buzz and bidding activity. A 1930 Cadillac V-16 Roadster was quite popular, with active bidding pushing the final sales price up to $797,500.

A week earlier, RM Sotheby’s took the red 1992 Ferrari F40 that would be up for sale to the Father’s Day Concours in Beverly Hills to generate interest for the auction. The Ferrari joined the Mercedes 300 SL roadster along Rodeo Drive. Clearly, the choice of those two cars for public display was no accident.

For the auction, the Ferrari F40 flanked the auction block until it was wheeled to center stage for its moment to find a new home. Under the auction lights, the red Ferrari made for quite a visual against the black cloth drapery behind the stage, particularly as it faced a yellow 1929 Duesenberg Model J on the opposing side of the auction block.

The

Duesenberg was the only such model in the auction and provided a touch of local history being originally fitted with a custom body and delivered in Pasadena to an heir to the Singer sewing machine fortune.

The Southwest Star Magazine – your cars & your events

The Duesenberg sold for $880,000 and the Ferrari F40 sold for $957,000, making them among the high sellers for the day.

Fifteen Ferraris and thirteen Porsches of various vintages and price points made for a wide selection of interesting cars on offer. Both marques met with mixed success. The F40 was clearly the top-dollar Ferrari, but was one of only five Ferraris sold. A 1978 Ferrari 308 GTS (think Magnum PI) sold for $44,000 so there were buyers at lower price points.

For Porsche, seven cars were sold including a 1960 Porsche 356 B roadster for $170,500 and a 1964 Porsche 356 C coupe for $128,700. As popular as the 356 models appeared to be, the top Porsche seller was a white 1995 Porsche Carrera RS 3.8 which topped out at $434,500.

Presumably, the trio was evidence that there was strong money for

compelling cars.

In the more whimsical category, a 1959 Dodge Power Wagon by American La France was fully restored and decked out in fire-engine red (of course). The auction description noted Page | 106

that it was believed to be the only existing complete example. Perhaps more notably, the vehicle was equipped with a “water cannon with cab ceiling controls.”

One Southern

California resident bid enough to take it home, with the final price of $59,400 coming in at the bottom range of the pre-auction estimate.

Not all lots required hefty checkbooks to make a sale. A reasonable number of lots were hammered at below $20,000. In the real world, $20,000 is still a meaningful number, but for those numbers still give hope to those looking for bargains in the collector car world.

Even if you never raise your hand or flash your number to bid, attending an auction is worth a visit for the entertainment value.

Challenge yourself to guess which lots will be winners and which will be duds. Make a bet with a friend or even a stranger sitting nearby on what bid a particular car will require to sell or even if the car will meet reserve. The crowd has its own energy that evolves as the day goes on and various lots make their appearance on the main stage. Even for those that don’t initially sell, they move to a parking lot alongside the venue and deals can still be made.

The Southwest Star would like to thank the staff of RM Sotheby’s Auctions, particularly Ramsey Potts, who graciously extended his own unique flavor of hospitality when he wasn’t on the podium providing commentary for the lots as they were being presented for sale.

The Southwest Star Magazine – your cars & your events

Page | 108

by Marcus B. Fitzhugh

new AMG designation will be launched with the all-new CLS; the 53.

The AMG CLS53 will be the first of the AMG 53 models. The 53 models will be powered by the new inline six we’ve been talking about for the past year. For MercedesBenz, sixes are the most popular engine and the inline six is a superior design over most Vees, so this makes perfect sense. This new inline six is called the M256.

Mercedes-Benz dropped the inline six twenty years ago due to packaging, weight, and cost issues. The last inline six was the M104 and it was replaced by the M112 V6. The M112 was Mercedes’ first family of production V6 engines. Power wise, the M104 and M112 were pretty evenly matched. The M104 made 5 additional HP, while the torque figures were the same. However, there was room for improvement in other areas.

The first issue was packaging. The M112's 90-degree cylinder layout was a more compact package that weighed about 100 pounds less than the previous generation 3.2-liter M104.

Most of us felt the real selling point was cost. The M112 was a modular engine. The key to the M112’s modular engine design was the ability to manufacture six and eight-cylinder engines under the same roof using as many standardized components as possible. That dramatically decreased production costs and sealed the fate of the M104. This wasn’t Mercedes-Benz trying to save money as much as it was keeping the price of C’s, E’s, and CLKs within reason.

Today, if we toss manufacturing costs aside, packaging is the issue. Or ‘was the issue’, because the new M256 has solved that problem.

The M256 uses a 48-volt electrical

system with an integrated alternator-starter unit to power all its accessories. This The Southwest Star Magazine – your cars & your events

removes the need for drive belts. Without drive belts, the length of the engine is reduced, addressing the packaging issue found with most inline sixes.

The new M256 makes 408 horsepower and 368 pound-feet of torque. That’s 46 more horsepower, but 16 fewer pound-feet of torque than the current 3-liter AMG 43 engine.

The reduced torque isn’t an issue because the boost comes on sooner thanks to an electric supercharger.

When will we see the new CLS and its new powertrain? The all-new CLS is scheduled for next summer, and it will be longer, have more interior room, and weigh less. The official release date for the new 53 hasn’t been given.

We can say the AMG 53 will be used in other vehicles, and you can expect to see it in the E-Coupe and Cabriolet. Rumor has it the 4-liter V8 will not be offered in the E-Coupe or Cabriolet.

Page | 110

The Southwest Star Magazine – your cars & your events

n the early morning hours every Father’s Day for the past 24 years, unique, exotic and distinctive examples of automotive history prowl the quiet streets of Beverly Hills.

Transporters disgorge cars that usually reside in museums. A two-block span of Rodeo Drive usually the province of shoppers, tourists and paparazzi - is closed off by the city for the day and turned over to the mechanical horde.

The Rodeo Drive Concours d’Elegance isn’t a fancy car show held on a golf course with beautiful people in designer clothing sipping from flutes of champagne who have paid handsomely for the privilege. Rather the event feels more like a group of car enthusiast got together, invited some friends to bring their cars out for a day, talked some of the local exotic car dealers to join with current offerings, and convinced the city to give them a venue for a day. In reality, that’s exactly how it started and how it continues to operate.

Page | 112

story and photos by Kevin Ehrlich and Mary Fischer

The event is open to the public without admission.

Free.

No tickets or reservations

required. Over a hundred cars are lined up along the curbs and arrayed at intersections for the entire day and all of it is open for anyone to walk in and have a look.

The Southwest Star Magazine – your cars & your events

The geographical proximity to some of the world’s best car museums (such as the Nethercutt Collection and the Mullin Automotive Museum) and private collections means that the Concours attracts entries that would normally be difficult to see otherwise.

Ironically, this occurs in the midst of exclusive stores with high dollar inventories with some noting “by appointment only” lettering on the front doors. But the result is a unique event comprised of an incredible collection of cars presented to anyone interested in an informal and spectator friendly environment.

Some years feature a theme but other years it is simply an interesting assortment of entries. There clearly is a degree of curation necessary as the entries change each year, and to ensure the variety on display every year.

Walking along Rodeo Drive, one

appreciates the broad assortment of new and old and of rare and collectible next to merely beautiful and well maintained. No one marque dominates, but it is usually a safe bet that the usual suspects of Ferrari, Lamborghini, Porsche, Aston Martin, Mercedes, McLaren, Jaguar, Bentley, and Bugatti will be there. Classics like Duesenberg, Chrysler, Cadillac, Delahaye, Packard, Pierce-Arrow and Rolls Royce are usually represented as well.

Page | 114

Novelties that may be less known like Voisin, Tucker, Morgan, and Koenigsegg have their own compelling stories to tell. (The amount of history in those four marques alone are enough to fill books.)

The 2017 edition was no different. The skies were blue and the sun shone through the palm trees lining Rodeo Drive. Boy scout troops set up booths to sell water to thirsty visitors. A variety of food trucks are parked on the side streets. Fathers with children, both young and older, walked along the sidewalks and the pavement, admiring the cars, stopping to chat with the owners and take photographs of their favorites. RM Sotheby’s brought some featured cars that would be on the auction block at their upcoming Santa Monica auction. Always great to see a Ferrari F40 alongside a Mercedes 300SL roadster – both desirable, but two very different collector cars from two different marques and two different eras.

There was a variety of interesting Mercedes from various eras. A 300SL gullwing stretched its doors to the sky, providing the family companion to the roadster version further down

The Southwest Star Magazine – your cars & your events

the block. A beautiful crème 1965 220 coupe provided a timeless example of two door motoring style.

A two-tone green 1936 290 Cabriolet A gleamed with sparking wire

wheels, large headlines, and long, swoopy fenders. An extensive restoration returned the car to a state better than factory-new. The Cabriolet was one of many along Rodeo Drive that had been previously shown at other high-profile concours like Pebble Beach.

A stunning black 1961 Mercedes 300D with a recent restoration completed by the Mercedes Benz Classic center in Irvine had its own presence. Highly polished wood trim, rich red leather interior and a complete luggage and picnic set (wine glasses included!)

Page | 116

tucked in the trunk gave testament to the time, effort and craftmanship invested to restore it to its pristine condition.

Several vintage Ferraris and Porsches from the 1950s and 1960s also graced the boulevard. Porsche aficionados could linger on one of several Porsche 356 examples on display. Further along, a rare and valuable 1958 Ferrari 250 Tour de France coupe was parked. It is one of only 77 originally built for customer racing in the late 1950s. While this particular chassis never raced, it spent several years in the late 1960s in the company of the General Motors design staff in Detroit who used it for inspiration. Less rare (at least in Ferrari production terms), but still valuable, a bright yellow 1967 Ferrari 275 GTB/4 took up residence in front of the Luxe Hotel amidst signs for Rolex and Patek Philippe watches. Any of those alone would be a feature at almost any other car show elsewhere in the country.

For those fans favoring more modern machinery, offerings from Ferrari, Porsche, and McLaren mixed among the more seasoned cars. A pair of new Ferraris on one end looked for new buyers while a 2014 LaFerrari graced the curb in front of Cartier.

The Southwest Star Magazine – your cars & your events

On the other end of Rodeo Drive, a trio of McLaren supercars certainly held their own.

The McLarens from Auto Gallery were low, flat, exotic and striking as they were set against the backdrop of glass and stone storefronts and colorful blooming rose bushes.

The Porsche Design shop not only featured new Porsche road cars, but also had a Porsche 919 show car. The timing was perfect as the 24 Hours of LeMans had just concluded in France earlier in the morning with Porsche claiming an overall victory.

Page | 118

The Beverly Hills Fire Department provided their 1928 Ahrens-Fox fire engine. The City of Beverly Hills was the original owner and used it from 1928 to 1966. Thereafter the engine was put in storage until a restoration began in 1982. The restoration, which took 13 months and 3200 hours, was performed by inmates assigned to the fire department at the California Rehabilitation Center in Norco, California.

If all of this sounds like fun, circle Father’s Day on your 2018 calendar and make plans to visit next year. After all, the setting is beautiful, the entries world-class, and the admission price just can’t be beat.

The Southwest Star Magazine – your cars & your events

hen the CLA was rolled out, it was touted as a Mercedes-Benz for under $30K. That was then and times have changed. In SoCal, a CLA with a sunroof is over $35K. No other options, just the roof. Add LEDs, the interior package, and the premium package and we’re at $39,800. People appear to prefer the C-Class. In the Page | 120

By Jay Pill | photos courtesy Mercedes-Benz

U.S., the C Class outsells the CLA by over five and a half to one. The E-Class outsells the CLA by over three to one. The same is true of the GLE. Here’s a stat - so far in 2017, the S-Class has outsold the CLA.

The Southwest Star Magazine – your cars & your events

Car sales are like chess, and Mercedes-Benz was thinking about this position three moves ago.

At The Southwest Star, we thought Mercedes would answer with the W176 A-Class.

The W176 is a non-U.S. spec hatchback and it

W176 A-Class

received a facelift for the 2016 model year. We wanted to see two versions of the w176 that were at opposite ends of the spectrum; the 375 horsepower all-wheel-drive A 45 AMG, and the 46 MPG diesel-powered A 200 D 4MATIC. Creases are out and smooth is in, so we’re not getting the W176. We’re still getting an A, just not that A. Mercedes went another direction and introduced a new model at the dealer meeting in Miami. There, attendees were shown the new AClass sedan.

More than one dealer in attendance said it was a real preproduction car.

Prices haven’t Page | 122

been announced, but the A-Class sedan is rumored to start in the sub-$30K range. This would make the new front wheel drive sedan below the CLA as the least expensive U.S.spec Mercedes-Benz.

For those who thought a CLA was an A-Class, it’s not. The A-Class has been in production since 1997 and it’s always been a two or four-door hatchback. The CLA is a four-door coupe.

The new A-Class sedan was introduced as the Concept A sedan a few months ago at the Shanghai Auto Show and has been massaged into the car you see in these photos. Once source at the Miami show said the new A-Class sedan has a “techy interior” and thought it would be appealing to the millennials. It sounds like that’s the target audience.

I like the front three quarters view. The interlacing bridgework in the headlamps and the grill go well together. The full glass roof is a nice touch, especially if it has Magic Sky Control where it can be lightened and darkened. I’m clearly not a potential customer. It looks a little small to me, and that’s the point of it – small. We’ll reserve judgement until we see it in person. It’s due in calendar year 2018.

At the same meeting in Miami, the AMG GT sedan was confirmed and it too is scheduled to arrive in 2018. We covered the four-door fastback in the previous issue. We haven’t been told if the show model’s 800+ horsepower drive unit will be offered with the initial model, but we’ll keep you informed.

The Southwest Star Magazine – your cars & your events

Page | 124

By Marcus B. Fitzhugh | Photos courtesy Fidel Patolot & Yousuf Shahnawaz

Capitol Records is a major American record label that’s been in business for 75 years. I worked there for over ten years, so I’m familiar with the term ‘one hit wonder’. A ‘one hit wonder’ is when someone knocks it out of the park one time.

They’re staggeringly

popular, but it only lasts a short while, and they NEVER recreate the magic.

There’s

nothing wrong with being a one hit wonder. They did their thing and it worked, but it’s a lot better to experience success repeatedly. Every generation has one hit wonders and they aren’t restricted to music.

For most of us, success is like a magic trick. We want to see it again. And then again.

We never get tired of seeing success. We’ll tell everyone who’ll listen, “watch this guy, you won’t believe it.” On the flip side, if the person can only do the trick once, nobody’s interested. The same is true for car clubs. For car clubs, the trick is hosting successful meets. Meets where everyone has a good time. BUT, the club must be able to do it again. And again. And yeah, we want to see it again after that. They don’t have to do it every weekend, but we want to see a lot more success than failure. MBenz Society has been around for two years and they’ve proven they’ve got it together. MBenz Society reminds me of a famous quote

My mission in life is not merely to survive, but to thrive; and to do so with some passion, some compassion, some humor, and some style.

- Maya Angelou That’s a good description of MBenz Society.

Attached are some photos from their two-year anniversary The Southwest Star Magazine – your cars & your events

Page | 126

The Southwest Star Magazine – your cars & your events

Page | 128

The Southwest Star Magazine – your cars & your events

Page | 130

by Jay Pill

t’s easy for people to get smug about this. Volkswagen got caught cheating and now every manufacturer with a diesel is a suspect. Is Volkswagen really any different than the rest of us? Emission testing chicanery has been around as long as smog laws have been in existence. In the 1960’s, consumers were disabling air injection and PCV systems on brand new cars. In the 1970’s thermal reactors and catalytic converters were routinely tossed in the trash. Things haven’t changed much. EGR block off plates are a good example. They’re available for most cars and sold everywhere. If people weren’t buying them, they wouldn’t be for sale.

Volkswagen isn’t the only manufacturer guilty of pulling shenanigans. They just happen to be the most recent one caught. In 1995 General Motors was fined $45 million after the EPA figured out a half-million Cadillacs were on the road and some of their pollution controls were designed to simply turn off when the air conditioning was on. I thought that was genius. Their cars made more power and had better fuel economy with the AC running and no one does a smog test with the AC running.

In 1998, seven heavy-duty truck engine manufacturers (Caterpillar, Cummins, Detroit Diesel, Mack Trucks, Navistar International, Renault Vehicle Industrials, and Volvo Truck Corp) agreed to pay over a billion dollars. They all used software to alter emissions limits.

The Southwest Star Magazine – your cars & your events

They easily passed the EPA's federal test procedure, but in the real-world they produced three times the legal limit. Japanese manufacturers have been caught too. In 1998, the EPA collected $267 million from Honda for emissions trickery.

With that background, this next bit of news shouldn’t come as a complete surprise.

Prosecutors in Stuttgart have launched a preliminary investigation against employees at Porsche AG to determine whether they were involved in designing the engine management software that was used to cheat emissions tests.

The probe at Stuttgart was expected. Some Porsches are equipped with a 3-liter diesel engine that’s supplied by Audi. Prosecutors in Munich are probing Audi in a separate investigation about its role in designing the 3-liter diesel engine. Software used to cheat smog tests has been found in VW, Audi and Porsche cars equipped with diesel engines.

Volkswagen Group owns Audi, Porsche, Lamborghini, Bentley, and Ducati.

In late June, prosecutor Jan Holzner said the examination at Porsche was not a formal investigation and was still in the preliminary stage. Porsche had no immediate comment.

The Stuttgart prosecutor's office is also formally investigating three employees at Bosch for their possible role in aiding and abetting the emissions fraud by Volkswagen AG. The three are all managers, with the highest ranking being in middle management.

Bosch helped develop an engine control unit for Volkswagen's EA189 diesel engine, which later failed emissions tests.

European Spec Cayenne S Diesel

In the U.S., VW has agreed to a $4.3B fine, a VW engineer has been sentenced to 40 months in prison plus a $200K fine, and a second engineer will be sentenced in December.

Page | 132

The Southwest Star Magazine – your cars & your events

No, we’re not calling it the B-Class ED

By Tony Brown | photos courtesy Mercedes-Benz

It’s official, the B-Class Electric Drive will be phased out. According to many news outlets, it’s due to low sales numbers. Captain Obvious agrees. If Mercedes-Benz were selling every B-Class Electric Drive they could build with respectable profit margins, it would have lasted a little longer, but just a little. Let’s face it, electric vehicles are like cell phones.

In 2009 Samsung had the i7500. Since then we’ve had the Galaxy S, S2, S3, S4, S5, S6, S6 Edge, S7, S7 Edge, S8, and the S8 Plus. Each new phone has better technology and if you hold on to an old phone too long, you can’t even get a trade-in credit. Having sold a mere 3,651 B-Class Electric Drives since 2013 only hastened its exit.

Technology killed the B-Class Electric Drive. Specifically, Tesla technology.

In 2009,

Daimler bought a 10% stake in Tesla for about $50M. In 2013 the B-Class Electric Drive was introduced and it had a Tesla drivetrain – a Tesla battery pack and Tesla drive motor.

Three years ago, Daimler sold their last remaining interests in Tesla and Mercedes announced they would not be using Tesla technology in the next B-Class Electric Drive.

Mercedes-Benz is shifting their focus to the EQ brand because the technology has improved.

The current generation B-Class is a nice car, but the Electric Drive version has shortcomings. Whenever we look at fully electric cars, the first thing we check is the range. That’s quickly followed by, “How long will it take to charge using a standard 110Page | 134

volt outlet?” The B-Class Electric Drive has a range of under 90 miles. If the only charging option is a standard 110-volt outlet, it takes 18 hours. That’s right eighteen hours. Now that I’ve revved you, up, relax. With a 220-volt charger it takes four to five hours to fully recharge. Did you see what I did? After saying eighteen hours, I almost had you to the point where you’d consider waiting four to five hours to do something that would take 5 minutes at a gas station.

On the serious upside, if there’s a 440-volt outlet and its

Mercedes compatible, it’s only 45 minutes. Surprisingly, plugshare.com shows several 440-volt outlets in So Cal. All you have to do is go out of the way to wherever the magic charging station is located and hope it’s not occupied. Aside from the charging woes, the B-Class Electric Drive lists for $40K. The Federal and State discounts knock the price down, but $40K in that sized vehicle to go 90 miles and then it’s a four to five hour wait?

Most of us need something a little more convenient.

The problem isn’t just the B-Class Electric Drive. With 277,000 cars sold, the Nissan Leaf is the most popular electric vehicle. Those Leaf owners who drive very conservatively and leave the air conditioning off can get up to 107 miles on a single charge. According to Nissan, it then takes seven hours to fully recharge a Leaf using a 220-volt home charging system. If the owner is fortunate enough to run out of juice next to a Nissan compatible Direct Current Fast Charger, the car can be charged in 30 minutes and the charger will email the owner when it’s done. If the only thing available is a standard 110-volt outlet, it takes 20 hours to fully charge a Leaf. Most of us use the AC, and we can’t wait around for 20 hours every 90 miles. That’s one of the reasons the current Leaf is scheduled to be replaced for 2018. The new Leaf is expected to have a range of slightly more than 200 miles. I’ve seen the new Leaf. I’ll just say even with a 200-mile range, it’s “cosmetically challenged”. In addition, I can’t make it a habit of waiting around sketchy neighborhoods while my green-mobile is recharged. For now, my cars will be fossil fuel powered.

If your Mercedes must be electric, we’re expecting a B-Class Electric replacement under the EQ banner. EQ is a Mercedes sub-brand and it’s a big part of Daimler AG’s $11 billion investment in electric cars. Mercedes-Benz wants to bring 10 electric vehicles to market by 2025. In the previous issue, we showed the Concept EQ. Being a concept car, we didn’t get range numbers and charge times, but I’m pretty sure we’re not looking at 5hour charge times every 90 miles.

The Southwest Star Magazine – your cars & your events

Page | 136

The Southwest Star Magazine – your cars & your events

he market for scalping specialty Porsches has gone bananas. Some “used” 911Rs have sold for four times the MSRP. This has Porsche attention and it looks like they’re doing something about it.

Page | 138

By Marcus B. Fitzhugh | photos courtesy Porsche

Recently, Car and Driver interviewed Porsche’s Director of GT Series Production, Andreas Preuninger. Preuninger clearly stated he knows a lot of his specialty cars are being bought by scalpers.

The Southwest Star Magazine – your cars & your events

I personally like to see my cars being used. That’s what we build them for. They are just too good to be left to stand and collect dust...I don’t like this business of people buying our cars to make money on them. That was never our intention.

The purpose of limiting a car is not for it to gain value. We don’t want to be laying money on each car’s roof when they run out of the factory.

Andreas Preuninger Porsche Director of GT Series Production People have told me it’s not technically “scalping”. Although it’s true that no one is waiving down customers from a corner, a block or two down the road from a dealer, they have the same effect. Just like a scalper, they get in line first, buy as many as they can, and then offer them for sale. Those who would prefer that they be referred to as investors or speculators, are probably either scalpers, or have bought from a scalper.

Page | 140

I call it scalping because that’s what it is, but I understand it. There’s nothing illegal or unethical about it. There’s a buck to be made and some people are taking the money.

It’s not like the dealers are selling rare cars at sticker. Even if they were, what’s that got to do with somebody making a buck? The problem is, Porsche doesn’t like it.

It’s one thing if you or I are fifth in line and there’s only four cars. All we can do is run our mouths.

It’s something else when Porsche’s GT head say’s they’re going to do

something about it.

When we were kids, the question was commonly “so what cha gonna do”? Preuninger answered as follows -

We are monitoring very closely who is flipping cars. We do not build too many cars and we know most of our customers well - we like to have a name for every car before we build it.

Andreas Preuninger Porsche Director of GT Series Production Little has changed from our schoolyard days. Preuninger didn’t lay out any specifics, but he left little to the imagination. It appears Porsche is going to require a name before building the car. If enacted, it won’t apply to every Porsche, but if it’s a specialty car, Porsche may require their customers fill out an application. That’s not something new, other manufacturers have similar programs in place. Naturally Ferrari does it. No one walks in off the street and buys a Ferrari Sergio. Of course, that’s an extreme example.

Ford did it with their GT.

Prospective owners had to apply.

After looking over the

applications, Ford told some “yes” and others “no”.

Porsche could avoid all of this by simply building more specialty cars, but it’s Porsche’s company and Porsche will run it as they see fit. Some may decide they don’t like the policy, but “what cha gonna do?”

The Southwest Star Magazine – your cars & your events

Page | 142

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 LA Benz United – Drag Racing at the Auto Club Speedway Sunday, August 27th

We’re going to caravan to do some LEGAL drag racing at the Auto Club Speedway in Fontana. The first rollout is at 6 AM: 1501 N. Victory Place in Burbank, CA. The 7:30 AM rollout will be from 14343 Baseline Avenue in Fontana.

The Speedway is at 9300 Cherry Avenue, Fontana California 92335.

MBenz Society Caravan to Big SoCal Euro Sunday, September 3rd, 7:30 AM until

MBenz Society has put together a caravan from Irvine to Big SoCal Euro at Qualcomm Stadium in San Diego. The pre-meet is at 900 Spectrum Center Drive, Irvine CA 92618 (in front of the Target. The pre-meet starts at 7:30 AM and the rollout it at 8:45 AM sharp. If you’d like to join us, jump on Instagram and DM MBenzSociety. Qualcomm Stadium is 77 miles from the pre-meet so please show up with a full tank of gas.

Page | 144

The Southwest Star Magazine – your cars & your events

Page | 146

The Southwest Star Magazine – your cars & your events

Page | 148

The Southwest Star Magazine – your cars & your events

Page | 150

Automotive Concours at Monarch Dunes Saturday, September 24, 10 AM – 4 PM

Cars are admitted by invitation only, although we know you can ask to be invited, although in either case spectator admission is free. You can stroll through the golf course, check out the cars, sample the best wines in Central California, and shop with their vendors.

The Monarch Dunes Golf Club is located at 1606 Trilogy Parkway, Nipomo, CA 93444.

Right next store is the Monarch Club, which has Santa Maria style BBQ and live music.

VIP tickets are $100 per person, which includes wine tasting with light hors d’oeuvres, preferred parking and seating along with plated dinner service.

AHSAA 7th Annual Colony Classic Car Show Saturday, October 21, 10 AM – 2 PM The 7th Annual Colony Classic Car Show will be held on the AHS campus at 811 W Lincoln Ave, Anaheim, California 92805. All classic makes and models welcome. More than 100 classic cars and trucks will be displayed throughout the campus located in the heart of the historic Colony District at 811 W. Lincoln.

The event will have over 25 custom-made trophies, food booths, entertainment, vendors, and family-friendly activities. Admission is free.

The Southwest Star Magazine – your cars & your events

MBenz Society / Euro Elite Collab Meet Saturday, October 7 11 AM – 4PM

All Europeans are welcome.

It’s going down at Aspirated Motorsports and Dyno (IG

@am_dyno). Get your car dyno’d for $65. BBQ will be sold at the meet.

SEMA Tuesday October

31st

through Friday November 3rd

The SEMA Show is at the Las Vegas Convention Center located at 3150 Paradise Road, Las Vegas, NV 89109. This is the #1 automotive specialty products trade event in the world. It draws the industry’s brightest minds and hottest products to one place, the Las Vegas Convention Center.

In addition, the SEMA Show provides attendees with

educational seminars, product demonstrations, special events, networking opportunities and more.

The 2016 SEMA Show drew more than 70,000 domestic and international buyers. The displays are segmented into 12 sections, and a New Products Showcase featured nearly Page | 152

3,000 newly introduced parts, tools and components.

In addition, the SEMA Show

provides attendees with educational seminars, product demonstrations, special events, networking opportunities and more…

Note: The SEMA Show is a trade-only event and not open to the general public.

AUTOCON AT FORMULA D IRWINDALE Saturday October 14th 10 AM until 5 PM AutoCon is teaming up with Formula Drift for a new car show experience. On Saturday, October 14th, 2017, the Irwindale Event Center will open its gates and welcome thousands of passionate enthusiasts to AutoCon at Round 8 of the Formula Drift competition. You can expect to see Live Formula D Drifting, Hundreds of the World’s Most Unique Vehicles, Leading Industry Brands & Exhibits, Live Music with DJs & Entertainment, Products, Demos, Services, along with Prizes & Giveaways. This motorized soiree will be held at the Irwindale Event Center; 500 Speedway Dr., Irwindale, California 91706

The Southwest Star Magazine – your cars & your events

LA Auto Show Friday December 1st through Sunday the 10th The LA Auto Show hours are from 9 AM until 9 PM, Sunday through Thursday, and 9 AM until 10 PM Friday and Saturday.

7 AM early entry tickets are available Friday

through Sunday.

As usual, new cars are upstairs and customs are in the garage. After the new car debuts, the garage is the next most important stop, so don’t miss it. exotics, and aftermarket gear is found.

That’s where most of the tuners, customized Last year there were customized Mercedes,

Porsches, McLarens, Rollers, Bentleys, Ferraris, Lamborghinis, and Maseratis.

Press days are from November 27th through November 30th. We’ll go to press as soon as we can following the manufacturer announcements.

The show is held at 1201 S Figueroa St, Los Angeles, CA 90015

Page | 154

NOTE: The September 24th Breakfast Club Cruise-In has been cancelled. See you in October

The Southwest Star Magazine – your cars & your events

Page | 156