Southwest Star Magazine 2018 2nd Edition

COVERING YOUR CARS & YOUR EVENTS VOLUME 6, NUMBER 2

Direct from the Geneva show: AMG 53 Details, the GT3 RS, and the AMG GT 4.

Plus, The Bathurst 12 Hours, Wide Bodies, EXKLUSIV, The C-Class Refresh Ferrari News, and more

The Southwest Star Magazine – your cars & your events

Page | 2

The Southwest Star Magazine – your cars & your events

Page | 4

10 AMG 53 Series Engine 20 The 2018 Bathurst 12 Hours 30 Notes on taking photos in the

field 34 911 GT3 RS 38 Mercedes-AMG GT 4-Door Coupé 46 718 Rumors 49 C-Class Refresh 55 Ferrari Odometers 62 928 72 EXKLUSIV in February 77 Lightweight Forgeline Wheels 82 Widebody S-Class Coupe 86 GLC Safety 89 The 2019 Detroit Show 92 The F1 Opener 96 Upcoming Events The Southwest Star Magazine – your cars & your events

Covering your cars & your events March 2018 The Southwest Star Magazine is published four (or five) times per year by Fitzhugh Media Santa Clarita, California, USA www.thesouthweststar.com info@thesouthweststar.com www.fitzhughmedia.com

Special Thanks to

Editorial

Mercedes-AMG Petronas Motorsport

Editor in Chief Marcus Blair Fitzhugh 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 Becky Shepard Jay Pill Kenny Pi Tony Brown

Mercedes-Benz Mercedes-Benz USA Mercedes-AMG Daimler AG

Porsche Prior Design EXKLUSIV Forgeline Club 928

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@thesouthweststar.com

Hollis and 217th Street ISSN# 2576-9472

Legalese 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 The Southwest Star at Info@TheSouthwestStar.com Š 2005 Fitzhugh Media

Subscribe Subscriptions are free of charge. We ask that you support our advertisers as they keep us 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.

Page | 6

Stress relief The Porsche 911 Carrera cements its position as the best in its class in terms of combining exceptional performance, daily drivability, and efficiency. Its twin-turbocharged engines give the world's best-selling sports car a significant boost in power over prior generations with greater torque as well as improved fuel economy.

Porsche. There is no substitute.

The Southwest Star Magazine – your cars & your events

From the editor’s desk

t’s huge every year, and it never gets old. Of course, I’m talking about the Geneva Motor Show.

At the show, Mercedes-Benz and Porsche gave us the officially

sanctioned press releases we’ve been waiting for. We got word on the GT3 RS, Mission E Cross Turismo, and the Mercedes-AMG GT 4-Door Coupé. Is it too early to consider shortening the name? How about the GT 4? In addition, we got news on upgraded 43s, clarification on the 53s, the new A, the X-Class V6 (neither of which are coming stateside), and the Smart Fortwo EQ. We can thank Jay Pill for his stellar work in getting us all the information.

As a side bonus, Jay spent some time with the McLaren P15 Senna, the McLaren Senna GTR, and the Ferrari 488 Pista. News about the British and Italian marques will have to be covered in some other publication. We’ve got our hands full trying to keep track of Porsche and Mercedes. Lovers of all things Italian aren’t completely left in the cold. We have a Ferrari story in this issue. That too came from “trouble making Jay”. Speaking of Jay, he also pried some titillating news out of Geneva - Aston is getting a version of the Mercedes 53. Yes, for the first time in decades, Aston Martin will have a six, but more on that in a future issue.

For this issue, Kevin Ehrlich and Mary Fischer flew down to Australia and did a remarkable job on the Bathurst 12-hour race. Kevin and Mary have a unique talent for making us feel like we’re at the race. They don’t simply tell us who placed and why, but what it’s like being there.

Page | 8

Speaking of this issue, “thank you” to everyone here. Those individuals who pass along manufacturer and vendor intel, the people who arrange meets, those who organize meals (eating is a big thing around here), those who show up even when we’re not eating, the regulars, the irregulars (I know a doctor who may be able to fix that), everybody. As long as we’re talking about meets, we love providing coverage, so please tell us early.

Occasionally we get invites without enough notice and we can’t find anyone to cover your soirée. You want the exposure and we’d like to attend, so let’s make it happen.

We’re on track to break 3 million readers this year, and thanks to each of you. You’re all enthusiasts with a capital “E”, and our goal is to keep you engaged with the type of creative brilliance that you can only find in free internet-based pubs.

“Free” is the key word

because really, is anyone actually paying for a paper-based product with automotive content to be shoved in their mailbox?

In 2018? If so, that’s not patina, that’s just old.

Marcus Blair Fitzhugh

The Southwest Star Magazine – your cars & your events

t the 2018 North American International Auto Show in Detroit, Mercedes-AMG gave us the official word - The AMG 53 Series will debut in the CLS, E-Class Coupe, and E-Class Cabrio. We’ve been going on about this since 2016, and the 53 Series’ new M256 engine is a critical moment in automotive history.

Page | 10

story by Marcus Blair Fitzhugh

It’s true the new 53 is scarcely more powerful than the prior generation non-AMG 550. In fact, the 550 produces more torque, but the comparison ends right about there. The 53 is a fuel efficient three liter that produces power like the eight. I know, fuel economy is meh. No one buys an AMG simply because Toyota doesn’t make a Prius with Napa leather The Southwest Star Magazine – your cars & your events

and designo black piano lacquer.

AMG owners care about fuel economy, but it’s an

afterthought. A bonus at best. Here’s your bonus, the E 53 Coupe makes over 400 horses, is faster than an E 550 coupe, AND the E 53 coupe gets 36 MPG. The E 53 cabrio is only slightly less economical at 35 MPG. We’ll change paragraphs while you catch your breath.

About now you’re wondering, “How are they getting 400+ horses and 36 MPG out of the same car?” Before delving into “how”, let’s be real clear. This isn’t some flash in the pan horsepower figure that barely nudges 400. The new M256 is a 3.0-liter inline six with 429 horsepower and 384 foot-pounds of torque. That much power with 36 miles per gallon is a staggering combination, but the technology behind “how the power is made” is where the real excitement comes in. The power is made with a system that has no turbo lag.

When many people say “no turbo lag”, they mean the turbos are small, so they spool up quickly. Technically speaking, that’s “very little” lag. The 53 has no lag. None. Nada.

Zero. The engine sees boost about as fast as electricity can pass through a switch. As an added bonus, unlike little turbos that fall out of their efficiency range early and start pumping thin, hot air, the boost on the 53 is cool and dense throughout the rev range.

Mercedes-AMG is leading the way in automotive engineering and they’re doing it by applying the some of the technological advancements they developed in Formula 1.

Specifically, the new six is complemented by an EQ boost starter-alternator, which sits in the transmission bellhousing. This device is a starter, an alternator, and a drive unit. The

Page | 12

EQ boost starter-alternator provides a brief burst of 21 horsepower and 184 pound-feet of torque on launch, but that’s not where the magic happens. The EQ boost starter-

The Southwest Star Magazine – your cars & your events

alternator also provides current for a 48-volt electrical system. The electricity from this system has several benefits. One of those benefits is the 48-volt electric compressor that supplies boost until the exhaust driven turbocharger can take over.

Unlike a turbocharger or a belt driven supercharger, the electric compressor doesn’t require engine speed to build full boost; just electricity. In one-third of one second, the electric compressor is at full capacity. The electric compressor only generates 7-pounds of boost, but it’s coupled with the EQ boost starter-alternator’s 184 pound-feet of additional instantaneous torque.

While the electronic wizardry aids in getting the car

moving, a conventional twin-scroll exhaust driven turbo is adding power as it spools up to a peak of 29 pounds of boost. In case you’re wondering, there are times when the engine is seeing boost from both systems simultaneously.

CLS 53

How much faster is the new engine in the new car? The proof is in the ETs. If we compare the 2018 CLS 550 and the 2019 CLS 53, we see they both have nine-speed transmissions and 4MATIC. The CLS 550 has a V8 with 402 horsepower and 443 pound-feet of torque.

The 550 weighs about 35 pounds more than the new CLS 53, but with an additional 59 pound-feet of torque, it should have the advantage on the start. Except it doesn’t. The 2018 CLS 53 is four tenths of a second faster to 100 KPH (62 MPH). If four tenths sounds like we’re splitting hairs, consider this; 100 KPH is 91.1 feet per second. By the time the 550 reaches 100 KPH, the 53 will have traveled more than another 36 feet. That’s more than two car lengths.

Page | 14

Aside from simply being faster, the 53 has better packaging. In-line sixes are longer than V8s. Manufacturers get around this by building cars with longer hoods. To make the cars proportional, stylists commonly make the rest of the car longer. The alternative is to stuff the engine so far back that maintenance becomes a nightmare. Mercedes-AMG chose another route. The M256 doesn’t have a belt drive system.

Everything that’s

normally powered by belt drive, is electric. This eliminates the need to mount accessories in front of the engine, allowing that valuable real estate to be used by the engine itself.

Aside from the 48-volt system being used to power engine accessories, it expands the ECO "stop-start" technology. That may not sound like a bonus to some. At the Southwest Star Magazine, we love Mercedes-Benz vehicles, but automotive ECO systems drive us insane. Thankfully, Mercedes-Benz has put an end to the ECO system shortcomings.

The current pre-AMG 53 ECO system turns the engine off at long stop lights. During the summer months, with the air conditioning allegedly on, the fan continues running, but the compressor stops. When the compressor stops, the air from the vents gradually gets warmer until the ECO system decides to restart the engine and reward the occupants with cold air again. Putting it mildly, we don’t care for that. But it gets worse.

Electric AC Compressor

Anyone with an ECO system is familiar with the following scenario. We’re at a red light and the engine has turned off. The light turns green, and we touch the gas pedal. At that point, the car automatically starts, engages the transmission, and then moves forward.

That delay reminds us of how webpages loaded 25 years ago. We dislike it as much as we do the quasi-cool air conditioning nonsense.

The 53 eliminates both the semi-cool air and the bizarre “green light, let’s go” situation.

The air conditioning system in the 53 is powered by electricity. The AC compressor can

The Southwest Star Magazine – your cars & your events

run at full blast regardless as to whether the car is running, and our fresh, cold air is always available.

Also, while at a light with the engine off, the EQ boost starter-

alternator’s 184 pound-feet of torque allows the car to begin moving before the engine is started.

While the car is moving, the engine is started and rev matched before

engaging the transmission. We won’t miss that old-style ECO delay.

The EQ boost starter-alternator also allows the engine to be turned off when coasting, decelerating, or any other time the throttle isn’t being applied. If the engine is off while coasting and the throttle is touched, the engine is started, rev matched, and engaged.

This makes the stopping and starting of the engine imperceptible.

Another advantage of the 48-volt electrical system is the current draw from electrical components are a quarter of the amount required for a 12-volt system. This allows the

Page | 16

wiring to be thinner and lighter. The 53 is a dual voltage system, much like the 110 and 220-volt outlets in our homes. Those systems that don’t require 48volts, such as the instrumentation, lighting, and infotainment system are powered by conventional 12-volt connections.

Being AMG models, the new 53s have unique bodywork to differentiate them from the standard CLS and E-Class. different bumper skins.

The noses have twin-blade grills and

The lower side sills are AMG pieces, as is the rear

bumper skin, diffuser and round four-pipe chrome exhaust.

The 53s ride on AMG multichambered air suspension with adaptive dampers.

The transmission duties are handled by AMG SPEEDSHIFT equipped 9G TCTs. The wheels and brakes are AMG parts, as are the sport seats, steering wheel, and instrumentation.

Prices and delivery dates for U.S. spec cars haven’t been announced.

The Southwest Star Magazine – your cars & your events

2018 Mercedes-AMG S63 Coupe. Optional equipment shown

Page | 18

The Southwest Star Magazine – your cars & your events

omehow an old Australian gold mining town located three hours west of Sydney has become a major destination of modern sportscar endurance racing. The Mount Panorama race circuit requires a special effort for the Bathurst 12 hours each February.

The race takes an effort of logistics to get people and equipment to the starting line. Long airplane flights bring personnel from around the globe. Equipment and cars are shipped Page | 20

story by Kevin Ehrlich | photos by Mary Fischer and Kevin Ehrlich

on boats with long lead times. Its relative lack of proximity to anything else means that the fans, teams, drivers, crews, manufacturers, media and sponsors aren’t just stopping by because they’re bored and the race is in the neighborhood. They are there because the Bathurst 12 hours is special.

The 2018 edition saw Audi, Mercedes and Porsche finish 1-2-3 at the end. Each had their own stories and journey that have been told elsewhere, but why do they go to Bathurst?

The Southwest Star Magazine – your cars & your events

Why has this single track and single event become a favorite in just a few years. There is no shortage of reasons - a challenging track, great spectator sight lines and experience, world-class entry, welcoming staff and local population, summer weather, racing drama and an enthusiastic Aussie market that manufacturers are keen to support.

World Recognition It wasn’t so long ago that the Bathurst 12 hours wasn’t an annual event or even a GT race. Revived in 2007 as a production car race, the event typically featured modified road car entries like BMW 3 series, Mazda 3 series, Mitsubishi Lancers, Subaru Imprezas, and similar from Australian teams with Australian drivers with fields of 30-40 cars.

That all changed in 2011 when the race added modern GT3 class eligibility to incorporate a growing international trend of a common technical platform.

Instantly, the nature of the race changed.

Marques like Audi, Mercedes and Ferrari

arrived. Professional drivers from beyond Australia began to find their way to the grids.

Factories began to support the event.

2013 was an inflection point. After small grids in 2011 and 2012, 53 entries with higher quality cars, teams, crews and drivers materially raised the level of competition in 2013.

Page | 22

Fast forward just five years and a Bathurst 12-hour title is now considered a major accomplishment for a GT driver.

Bathurst 12-hour trophies share shelf space with

hardware from events like the Nürburgring 24, Daytona 24, Spa 24, LeMans 24, Sebring 12, and Petit LeMans races. Word has spread and drivers want to go to Bathurst.

Organizers, local hosts, media coverage, enthusiastic fans, and a supportive local government are big part of it.

Manufacturers, teams and drivers have provided the

credibility and drama on the track which has only encouraged others to give it a try as well. The event isn’t a big deal just because of past glories, a popular metropolitan venue, or because of media hype. It has earned its reputation.

Racing the Track Memorable races involve teams and drivers not only racing each other, but racing the track itself. Daytona features the high banks. Sebring’s old concrete runways produce a bumpy ride. The Nürburgring is narrow, fast and features weather challenges. Spa is fast, flowing, usually wet, and snakes up and down big elevation changes through the thick forest. Monaco is tight and twisty with immovable walls erected around the narrow city streets.

The legend of Mount Panorama – the geological rise that dominates the track at Bathurst – has only grown. “The Mountain” is a worthy adversary by itself. The Bathurst track

The Southwest Star Magazine – your cars & your events

indeed features long and fast straights, but the middle sector that winds up and over and down the mountain is tight, fast and difficult to pass. There is a premium on mere survival.

Pace is critical, but it doesn’t take much while pushing hard to push over the limit. The penalty for stepping over the edge is often an abrupt end to the race. Traffic requires a balance, particularly for faster cars coming up on slower cars. When there is limited room to make a pass, the slower car can’t just disappear, but the faster car can’t afford to give up time to those chasing close behind.

Split-second decisions from the overtaking driver are the little things upon which the narrative of the race can turn. A field of professionals in a single class would be challenging enough, but add amateurs and multi-class racing and the penalty of getting caught up behind someone at the wrong part of the track and the result is even more sharp.

Bathurst has to rank near the top for “hold your breath” moments as the track narrows and widens, traffic ebbs and flows, and passes are either decisive or disastrous. The track undulations also offer many great perspectives for spectators. A 12-hour race offers a lot of opportunity to move around and check out the different sight lines. Those that come for practice and qualifying days get bonus time to see the cars on the track and a nice variety of support races as well.

Almost an Epic Finish – Almost After a race of close dicing, mechanical heartbreak, crashes, and some of the world’s best GT drivers going full throttle, good strategy put a pair of Porsches in position for an unlikely Page | 24

1-2 overall win in the 2018 event. The Porsches clearly didn’t have the outright pace of the Audis and BMWs in particular. Two Porsches in the Pro-Am class – in theory at least – should have been running behind the squads with fully professional driver line-ups and more factory support, but the #540 Black Swan Racing Porsche and the #12 Competition Motorsports cars had cleverly managed fuel strategy to make it to the end without another stop. The #37 Audi and #75 Mercedes AMG entries could not. The stage was set until 20 minutes to go…

A major crash involving a Mazda, Audi R8 and Mercedes AMG scattered damaged bodywork and twisted parts across the track. Stewards stopped the race. Five minutes later, the race was declared finished and the running order became the finishing order.

Joy erupted in the Audi and Mercedes garages with their first and second place finishes.

The Porsche teams were pleased (and finished 1-2 in the Pro-Am class), but knew they were a few laps away from claiming overall honors.

Porsche Pace and Strategy – Almost Enough Four Porsches filled out overall places two through six at the end. They finished on the same lap as the leaders (Audi and Mercedes AMG). Ironically, the two Porsche entries comprised of Pros and Amateurs finished ahead of the two fully Professional driver entries.

Early safety car periods helped the amateurs to get their seat time and stay close to the front, but the Competition Motorsports and Black Swan Racing teams also deserve credit for outrunning their more professional colleagues in the Craft Bamboo and Manthey squads.

The Southwest Star Magazine – your cars & your events

The Porsches clearly did not have the pace. Even the fastest factory drivers in the fastest Porsches were a few tenths to a few seconds off the faster cars. However, they stayed out of trouble and had the fuel mileage and pit strategy nailed at the end. If not for the unexpected late red flag and premature race end, the Porsches would likely have cruised to the win when the others needed to stop for a late splash of fuel.

A standout drive for a Porsche pilot was young Matt Campbell, a local favorite from Queensland and a Porsche factory driver. He was on the driving strength of the Porsche that finished second place overall in 2017 which was his first race as a Porsche Junior driver. He was the fastest driver in his 2018 entry which is pretty stout when compared to co-drivers that included fellow Porsche factory driver Patrick Long.

American Presence There has been a smattering of American drivers and cars at the Mountain over the years, but the 2018 race included several cars and drivers waving the stars and stripes.

Australian David Calvert Jones lives in Los Angeles and has entered Porsches at Bathurst for several years. American Patrick Long has been on the driving strength of that Porsche

Page | 26

with striking livery and sponsorship from Ice Break Ice Coffee and Virgin Australia airlines.

A new joiner to the fun was Los Angeles resident Tim Pappas and his Black Swan Racing Porsche. With a reflective green and chrome livery that caught the eye and the sunlight, the Porsche was a crowd favorite. Of course, co-drivers like Jeroen Bleekemolen, Marc Lieb and Luca Stoltz might have something to do with that as well.

Both Porsches were entered as Pro-Am cars but fared extremely well. Black Swan Racing took top honors in the Pro-Am class and third overall – just missing the overall victory due to the late race-stopping red flag.

While not from Southern California, the second place Mercedes AMG was spearheaded by Kenny Habul – a former Queensland resident and business owner who now calls North Carolina home. As CEO for SunEnergy1, Habul has been driving and sponsoring entries in IMSA competition in the US. After some success in the US, Bathurst was his first effort in the event.

Along with fellow American Tristian Vautier, Aussie V-8 standout Jamie

Whincup and a future superstar Swiss Raffaele Marciello, the #75 Mercedes AMG quietly and impressively stayed near the front and walked away with second place overall.

The Southwest Star Magazine – your cars & your events

Mount Panorama Corner Names There is something very charming about the tradition of corner names rather than numbers. At the Bathurst circuit, many of the corners have names which helps add to the texture of the race.

After all, isn’t it a lot more compelling to hear about the cars pushing through “Hell Corner” as opposed to “corner number one”?

After Hell Corner, competitors make their way up Mountain Straight, through the right hander at Griffin’s Bend, through the tight section of track that carves through the hillside called The Cutting, up the hill and through spectator areas that include Ried Park, Sulman Park, and McPhilamy Park. The very top of the track that sees cars scoot across “Brock’s Skyline” named after famous Australian Peter Brock and then down through the steep and tight Esses and Dipper before heading to a left hander at Forest Elbow.

The very long and top speed Conrod Straight leads to a chicane

known as The Chase before making the final turn left at Murray’s Corner onto the front straight.

Of course, some corners are cleverly associated with sponsor names for the Bathurst 12 hours but that’s part of the tapestry. Significant signage on the walls around a corner allows sponsors to get value for their exposure dollar. The Cutting is known as the Audi

Page | 28

Cutting, Murray’s Corner is Meguiar’s, and the Forest Elbow is temporarily known as the Bentley Elbow.

The good news is that sponsors find enough value to spend part of their marketing budget to support the event and splash their name around the circuit. The challenge for photographers is situating the appropriate marque with the appropriate car on the track passing by their viewfinder…

As for the track itself, German factory Mercedes AMG pilot Maro Engel comes with a pedigree including a Nürburgring 24-hour win.

Several years ago, he is said to have referred to the Mount Panorama circuit as the “Blue Hell” which is a respectful combined nod to the nearby Blue Mountains and the “Green Hell” moniker of the Nürburgring.

In the press conference

after his class win and third place overall finish this year, Black Swan Racing team leader Tim Pappas said lots of glowing things about his first experience at the Mountain capped by his characterization of Bathurst as the “Monaco of the Outback.”

Find a Way to Get There It is a remarkable venue that can be known as both the “Blue Hell” and the “Monaco of the Outback” at the same time. And that is why the Bathurst 12 hours now comfortably resides on the must-do list of the fans, teams, drivers and others in the world of sportscars. If you haven’t already made the visit, join those who have already discovered its charms and get to the Mountain!

The Southwest Star Magazine – your cars & your events

by Kevin Ehrlich

ount Panorama hosts the Bathurst 12 hours each year and offers great opportunities for photography with a multitude of unique sight lines. Some

Page | 30

elusive photos can only be captured at one racetrack, at one race, and one time a year.

The window for the perfect shot can be measured in minutes rather than hours. The

The Southwest Star Magazine – your cars & your events

absolute iconic shot of the Bathurst 12 hours each year features the Esses - a steep downhill run through tight and twisty curves looking towards the east as the sun rises.

Uniquely, the event starts before dawn which provides a brief glimpse of night racing and the magic that dawn brings. The race starts in the darkness at 5:45am, so an early alarm clock is a must. Position along the plentiful and low spectator fencing for just the right angle to line up the cars, tree, track and expansive background landscape. Make friends with your new neighbors in the darkness as each of you prepare your equipment.

The start is electric. The freight train of headlights launch off the starting grid miles away and snakes up the far side of the mountain through the darkness. A brief moment of calm and then..an explosion of low slung shapes, growling noise, headlights, brake lights and tail lights - all at once.

Shoot in the darkness and adjust as the sun welcomes the day. Once the sun starts to make its presence known, the landscape changes by the minute. The gentle glow of dawn is the perfect light.

Shooting towards the sun requires using the camera settings to

manage the light and get the desired effect. This shot was taken about an hour into the race with a fast shutter speed and a darkening filter on the lens.

Clearly, the warm orange tones make the shot, but the silhouetted tree anchors the composition. In the foreground, the Porsche hits the curb with enough force to lift an inside wheel.

The spectators gather along the fence with the sun at their back for a

different angle as the early morning glow bathes the cars plunging downhill before slicing around the tree and further down the course. The expansive miles of open landscape beyond the tree gives a sense of altitude and scale.

The long shadows across the

countryside gives proof of the early hour.

In the end, the early wake-up call, journey to the top of the Mountain and the patience in the darkness was merely the price of admission for the chance to take a timeless souvenir home.

Page | 32

The Southwest Star Magazine – your cars & your events

orsche’s motorsport division brought a 911 GT3 RS to the Geneva Motor Show.

The GT3 RS is based on the standard GT3, but with several performance upgrades.

For openers, the GT3 RS has 520 horsepower and a better torque curve from its naturally aspirated four-liter.

The upgraded powerplant is combined with a specially

calibrated seven-speed PDK and is only available with rear wheel drive.

The motorsports chassis upgrades are also extensive.

They include ball joints rather than the standard elastokinematic bearings. The springs are stiffer and the sway bars smaller. The Page | 34

story by Jay Pill | photos courtesy of Porsche

front-end rides on 20-inch lightweight wheels for improved steering responsiveness, while the rear is staggered with a set of wider 21-inch wheels with 325/30 rubber for improved traction. The rear suspension also has recalibrated rear steering.

The GT3 RS is marginally faster to 100 km/h than a standard GT3 at 3.2 seconds, with a slightly lower top speed of 193 mph (due to increased downforce).

Aerodynamics were used to establish the design of the wide, weight-optimized body with its classic adjustable The Southwest Star Magazine – your cars & your events

rear wing mounted on a new lightweight rear lid. The interior’s air of performance includes carbon and leather seats for the lateral support duties. The RS has lightweight door panels with storage nets and opening loops, and less sound absorption material.

The Clubsport package is also available for the 911 GT3 RS at no extra cost. The package includes a roll bar, manual fire extinguisher, a six-point belt, and wiring is in place for a battery disconnect switch. In addition to the Clubsport, the optional Weissach package offers further weight reduction. The Weissach package includes additional carbon components for the chassis, interior and exterior (including the roof), as well as optional magnesium wheels. In its lightest configuration, the Weissach package reduces the weight of the 911 GT3 RS down to 3,153 pounds.

The GT3 RS is the third Porsche GT road car within 12 months, following the launch of the 911 GT3 and the 911 GT2 RS. The new 911 GT3 RS can be ordered now. It will be launched in Germany sometime in mid-April. European prices start at 195,137 euros, including VAT and country-specific equipment.

Page | 36

The Southwest Star Magazine – your cars & your events

he Mercedes-AMG GT 4-Door Coupé was introduced at the Geneva International Motor Show and it’s AMG’s first purpose-built four door. This differs in that it’s not a variation of an existing Mercedes-Benz vehicle. This model is an exclusive AMG four-door.

The new GT 4-Door Coupé expands the market for those who want something different than a CLS. The AMG CLS is still available, but this is entirely different.

The GT 4-Door’s body is low-slung and resembles the AMG GT sports car. It has the AMG GT-style radiator grille with 14 vertical bars. The grille is flanked by slim LED headlamps, and has lower air intakes that mimic the GT sports car’s apron. Like the GT-R, the apron has functional air flaps that both improve cooling efficiency and the aerodynamic profile.

Page | 38

story by Jay Pill | photos courtesy of Mercedes-AMG

The side view reveals a steeply raked windshield and frameless side windows. The rear has an active trunk lid spoiler that adjusts based on vehicle speed. Below that are GT style LED taillights, which are also very slim. In the lower section is a rear diffuser with either round or square four-pipe exhaust tips, depending on whether the car is a 53 or a 63. An optional aerodynamics package is available. The aero package has additional flics with a larger front splitter, revised rear diffuser, and a manually adjustable rear spoiler, which is available in carbon fiber.

Being all-new, the interior is ultramodern. The latest flat-bottomed AMG steering wheel design with touch controls and paddle shifters is front and center. The upper dash has posh leather that wraps around the widescreen cockpit. The widescreen has the familiar configurable dual 12.3-inch high-resolution displays. In addition to Classic and Sport, The Southwest Star Magazine – your cars & your events

Supersport has been added to the gauge cluster configuration options. Below the dash’s upper leather section is high end wood that’s used to house four illuminated turbine-look air vents. Additional upmarket leather is located below the wood, and in the seam between the two is the adjustable ambient lighting. The upper leather, midlevel wood, lighting, and lower level leather wraps into the front doors. The center console has a fresh take on a familiar look with the gear shifter in the middle, surrounded by infotainment controls, HVAC, a touchpad, and upgraded suspension/exhaust/aero switchgear.

The rear seating options range from an asymmetrically folding rear bench seat to two individual seats. The two-seat variant is laid out like a proper business sedan.

It allows the rear passengers to select various features using the touchpad Page | 40

Right: rear seats folded down

Below: 2+2 rear seating

The Southwest Star Magazine – your cars & your events

screen that sits in the console between the seats. From the rear, the ambient lighting, climate control, and heated seats can all be adjusted.

The GT 4-Door Coupé rides on the Mercedes-Benz MRA design. Some may note the MRA is also used in the E and CLS, but that’s the beauty of MRA; it was designed to support different vehicles with dissimilar lengths and widths.

MRA stands for modular rear

architecture, and it’s a Mercedes specific design. So far, Mercedes has refused to share this design with other manufacturers. Looking at the car, we can see this chassis was designed with a wide track width. The 53 suspension has steel springs and adjustable dampers. The 63 and 63 S use the multichambered air suspension; AMG RIDE CONTROL+.

Like the suspension, there are model specific braking differences. What they all have in common are large discs all around with 6-piston calipers up front and single-piston floating calipers in the rear. An optional ceramic brake system is available for the 63 and 63 S.

Page | 42

"The new AMG GT 4-Door Coupé blends the impressive racetrack dynamism of our two-door sports car with maximum suitability for everyday use. It has a unique way of embodying our brand core, "Driving Performance" and with its systematic configuration it will attract new customers for Mercedes-AMG" - Tobias Moers, CEO of Mercedes-AMG GmbH. Obviously, the models differ in the ‘go-fast’ department. Two have eights, one has a very sophisticated six, and all of them have AMG 4MATIC+ all-wheel-drive systems. The AMG 4.0-liter biturbo V8 is well known and used in several AMG models. For the GT 4-Door Coupé 63 S, the output has been increased. The S has 630 horsepower and 664 poundfeet of torque. With this engine, 60 MPH arrives in 3.1 seconds and the top speed is electronically limited to 195 mph.

In the standard 63, the 4.0 liter produces 577

horsepower and 590 pound-feet of torque. This car hits 60 in 3.3 seconds with a top speed

The Southwest Star Magazine – your cars & your events

of 193 MPH. The 53 is powered by the new M256, which we covered on page 10. The 53 has 429 horsepower and 384 pound-feet of torque. Compared to the V8s, the 53 is a bit slower. “Slower” probably isn’t the best description. “Not quite as insanely fast” may be more accurate. The 53 reaches 60 in 4.4 seconds and tops out at 174 MPH. Aside from being blisteringly fast, the 53 gets 26 MPG (on the European cycle).

"The new AMG GT 4-Door Coupé is the ultimate four-door sports car and the ideal ambassador for Performance Luxury.

It embodies a symbiosis of emotion and intelligence with breathtaking proportions and a puristic, surface-oriented design with sensuous shapes. It is both hot and cool at the same time."

- Gorden Wagener, Chief Design Officer Daimler AG. We haven’t been given an official date as to when these will arrive at dealers. MercedesBenz USA would only say “early 2019” for the 63 and 63 S, and “mid-2019” for the 53.

Page | 44

Just keep straight.

Events are listed in the back of the magazine.

The Southwest Star Magazine – your cars & your events

umors about the limited edition 718 are all over the place. Quasi reliable sources are reporting the five hundred horsepower, four-liter six that resides in the GT3 will find its way into a limited number of 718s. While trying to confirm that rumor, other sources have said they’d be surprised if anything other than a heavily massaged turbo’d four has a foreseeable future in the 718.

Autocar hasn’t named any sources but they’re on record saying a detuned version of the GT3 engine will be used to power the Cayman. story by Kenny Pi

Just in case it was a

Cayman GT4 Clubsport debut at the 2015 Los Angeles Auto Show

misprint, Autocar said it more than once.

In late 2017, Wheels magazine also said a 4-liter GT3 engine was going to occupy the Cayman’s rear cabin.

In related news, our friends at Automobile magazine have said the 992-series GT3 is getting a smaller 3.8-liter six with 550 horsepower. If that’s true, and there is a 4-liter 718 in the near future, this will follow a long-standing tradition. This practice began in Page | 46

1970, when the 914-6 was introduced with a discontinued 110 horsepower 2-liter from the prior year’s 911T. For 1970, Porsche upgraded the 911 to a 2.2 liter that made 123 horsepower in the 911T, 153 horsepower in the 911E, and 180 horsepower in the 911S. By the time the last 914-6 was produced in 1972, the 911 had been upgraded again to the 2.4, while the 914-6 was still using the then “two generation old” 2-liter.

The current 718 GTS makes 365 horsepower and 317 pound-feet of torque. The previous generation 3.8 liter Cayman GT4 had 385 horses, while the Boxster Spyder with the same engine made a little less. Both the prior generation GT4 and the Boxster Spyder had less peak torque than the current GTS. A detuned 4-liter with something in the neighborhood of 450 horsepower would be a good upgrade, but those same power levels may be available from a four.

The prior generation Cayman GT4 / Boxster Spyder twins had great power levels, but that was just part of the story. They used the 911 GT3 front suspension and the road feel was much better than the standard GTS. The previous generation GT4 and Spyder had larger tires and the rear suspension was adjusted to take advantage of the increased footprint.

There were both subtle (the nose) and obvious (the rear wing) visual changes the last time through and we’re expecting more of that with the next model. Rather than weighing in on the speculation mill, we’ll wait and report the details when they arrive.

The Southwest Star Magazine – your cars & your events

Page | 48

story by Marcus Blair Fitzhugh

he W205 is in its fourth year of production, and Mercedes-Benz is rolling out a midcycle update. Details on the 63 and 63 S haven’t been released, so we’re only covering the subsonic Cs. None of the changes fall into the category of a major overhaul, but these improvements do have a cumulative effect.

"As the most successful model series for Mercedes-AMG, the C-Class family in all its facets has made a major contribution to our corporate success. One major component in this success story was the implementation of the 43-series of models, which have thrilled our customers worldwide since the market launch in 2015. The high demand and positive feedback have encouraged us to sharpen up not only the appearance of the facelift, but also its performance, efficiency and sportiness in true AMG style," - Tobias Moers, Chairman of Mercedes-AMG GmbH.

The Southwest Star Magazine – your cars & your events

Starting with the exterior, both front and rear bumpers have been redesigned.

The

standard Cs have front bumpers with chrome-plated trim and an optional diamond radiator grille. The AMG cars have a redesigned AMG front bumper with a twin louver radiator grille in matt iridium silver. The rear bumper on the standard car has a new lower section and tailpipe trim. The AMG cars have a new rear bumper, new diffuser, and round chrome tailpipes, similar to a certain W212 we covered last issue.

Although the exterior changes have been kept to a minimum, Mercedes-Benz has added standard features that were previously optional in the standard C. LED headlights and taillights are now standard.

The LED Intelligent Light System and ULTRA WIDE high

beams are now the optional upgrade. The base model rides on newly designed 17-inch twin 5-spoke wheels, and a couple of fresh paint schemes have been added. With the C43, there’s a choice between two 18-inch wheels that are more aerodynamic than the 2018 version, and optional 19-inch wheels that are also more aero.

Moving to the interior, we’ll begin with starting the new C300. The key has a new design, KEYLESS START is standard, and the start/stop button comes with a new turbine-look design. As you look around, you’ll notice the power sunroof, wood trim, Active Brake Assist, and the 7-inch multimedia display are all standard.

Page | 50

Those who want a bit more can add the 10.25inch COMAND. This isn’t the new Mercedes-Benz User Experience (MBUX) that was introduced at CES 2018, but it is an upgraded COMAND with a larger screen. That’s not to imply COMAND is substandard. Far from it.

The upgraded COMAND is fast, has 3D hard-disc navigation with topographic map display, photo-realistic 3D buildings, and 3D map rotations. COMAND also has real-time traffic information, can optionally include Car-to-X communication, warning messages, weather information, a list of nearby gas stations including current fuel prices, and can direct the driver to available parking spaces.

The new C300 is available with an optional digital instrument display.

The digital

instrument package has a 12.3-inch, high resolution, and a 1920 x 720 display. screen offers the three display styles; "Classic," "Sport" and "Progressive."

The

A Pano

sunroof, heated / cooled front seats, heated steering wheel, a heads-up display, NFC wireless charging, and a Burmester sound system are also all optionally available.

The C43 has a new steering wheel with a heavily contoured rim and standard nappa leather. It has perforated grips and a flat bottom. The new wheel’s metal The Southwest Star Magazine – your cars & your events

gearshift paddles are optionally available in nappa leather / DINAMICA microfiber or nappa leather with trim in black piano lacquer.

The new wheel has built-in Touch Control buttons that can be used to control instrument cluster functions and the multimedia system. As in the S-Class, the settings for Active Distance Assist DISTRONIC and cruise control are made with the left control panels. The right control panels are used to activate the voice control, telephone, adjust the volume, music selection, and other multimedia system functions.

The C43’s optional digital

instrument cluster also has a 12.3-inch screen and it comes with three AMG-specific display modes; "Classic," "Sport" and "Supersport."

The biggest optional extra for either model is the semiautonomous driver assistance package.

Previously, buyers had to step up to an E for this package.

Under certain

conditions, the driver assistance package allows the new C to follow the car in front of it, stay in its lane, adjust speed based on the posted speed limit, and change lanes by tapping the turn signal. The system isn’t close to being fully autonomous, but then again, none of us want to make the news as an unpaid crash test worker – a la Tesla Autopilot.

Page | 52

Lastly, the engines have been upgraded. The base C300 has a new 2-liter inline four that produces 255 horsepower and 273 pound-feet of torque. The outgoing four-cylinder made 241 horses and 271 pound-feet of torque. The C43 has new turbochargers that produce 16 psi. The turbos are mounted close to the engine and have faster spool time. The C43’s engine cover has a red aluminum insert, AMG lettering, and no signature plaque. We know what the lack of a plaque means in some circles, but we’re not hearing it. Plaque or not, this engine has 23 more horses than last year, bringing the total up to 385. 385 is serious power.

The nine-speed automatic is standard on both the C300 and the C43, but being an AMG, the C43 comes with hot sauce. The C43 has an AMG SPEEDSHIFT equipped TCT that double clutches when in either Sport or Sport+ mode. The C43 passes its power through a rear biased AMG Performance 4MATIC, while the C300 comes standard with rear-wheel drive. All-wheel drive is optionally available for the C300.

Over 400,000 of the original W205s have been sold so far, and it’s a well-made, solid car.

These changes are an effort to keep the C at the top of its market segment. Or in some cases, make it more obvious that the other marques are definitely second choices. The new C goes on sale toward the end of the year.

The Southwest Star Magazine – your cars & your events

Page | 54

story by Jay Pill

e’re known for covering Mercedes-Benz and Porsche, but we like Ferraris. As long as we’re not covering Formula1, we’re not picking sides. We’re just reporting on a story. We have no inside knowledge as to what Ferrari North America is, or isn’t doing. Ditto for Ferrari dealers, sales staff, owners, or anyone else. Whether what’s reported here is lawful and who’s at fault is for the legal system to work out. I think that about covers anyone who could be offended, because this may be the craziest thing we’ve ever reported on.

Alleged shenanigans involving Ferrari odometers became public knowledge in January of 2017. Back then, an ex-Ferrari salesman, Robert “Bud” Root, filed a lawsuit against his former employer for wrongful termination.

In the lawsuit, Root claims he was fired for age discrimination and for questioning New Country Motor Cars use of a factory diagnostic tool.

New Country Motor Cars is an authorized Ferrari dealer in Palm Beach, Florida.

The

company is a part of the New Country Motorcars Group, a network of 35 luxury dealerships with corporate headquarters in upstate New York.

The tool in question is the Ferrari DEIS Diagnostics System. A DEIS is normally used to analyze Ferrari electrical components. Ferrari dealers have been using the DEIS since at least 2010, and according to Root’s lawsuit, Ferrari trains dealership technicians how to The Southwest Star Magazine – your cars & your events

use it. One of the features technicians are or were trained in, is how to rollback Ferrari odometers. That’s right, there’s an official procedure to roll back the odometer on a Ferrari using a factory tool and Ferrari used to train techs how to do it. Excited? It gets better.

The Daily Mail newspaper claims to have obtained an internal memo from Ferrari. The Daily Mail says in that memo, Ferrari North America has admitted they know dealers were using a device that allowed them to roll back odometers, and Ferrari North America has instructed dealers to stop.

When news of this broke, many Ferrari enthusiasts just about lost it. One of the main issues is the DEIS is supposed to require an electronic authorization from Ferrari headquarters to modify an odometer. This would seem to indicate someone at Ferrari knew odometers were being altered and they authorized it.

The question many people have is, “How widespread is this?” That’s a valid question. If it’s happening, is it just one dealer, a single dealership chain, only in Florida, or is this happening across the US? Before accusing Ferrari, let’s think this through. Usually, Ferrari builds a car and sells it to a dealer. It’s the dealer’s job to sell it to public. If a dealer can’t sell a car, that’s the dealer’s problem. Ferrari isn’t taking any cars back, so they have no incentive to alter the mileage on new cars. Since Ferrari isn’t in the used car business, there’s no reason for them to care about used car mileage either. Well, kind of. You see, Ferrari benefits if their cars retain or increase in value. Even then, I can’t picture the mileage on some customer’s car significantly impacting the price of next year’s Ferrari. Once the car is at the dealer, Ferrari’s only involvement is the new car warranty.

That’s 3-years with

unlimited miles, so once again, the odometer reading doesn’t matter.

Car dealers are a different story. They do make money selling used cars. We’re not implying New Country Motor Cars or any other dealer has done anything wrong, but the Daily Mail appears to feel differently. A quote from their story says,

“Dealers were using devices to roll back odometers of used sports cars to pump up resale value”.

Page | 56

That quote may be tied to a LaFerrari sold by Root to a customer who put some miles on it. Just so we’re real clear, a Ferrari LaFerrari isn’t your average sportscar. Ferrari built 499 of them, and when new, Ferrari decided who would be allowed to buy the car. Getting on the waiting list wasn’t as easy as wandering into a Ferrari dealer and saying, “I’d like a LaFerrari.” A Ferrari dealer had to recommend the buyer to Ferrari. Not a salesperson, the dealer themselves had to recommend the buyer.

In addition, Ferrari refused to

consider anyone who hadn’t previously purchased at least five Ferraris.

If that’s not

enough, perspective buyers had to put up a huge deposit before knowing whether they would get a car. Huge is a relative term, so we’ll just say the deposit was more than 50% of the $1.8M MSRP. Those who didn’t get a car, got a refund, but that’s a lot of money for someone to hold. If that sounds like a lot of hoops to jump through, Ferrari had over 1000 requests within 3 days of the LaFerrari debut at the 2013 Geneva show. With that long list in hand, Ferrari corporate went through it and decided who could buy the cars.

Ferrari LaFerrari

Today, based on listings, a used Ferrari LaFerrari typically sells for about twice as much as it did new. Naturally, the price is dependent on the vehicle condition, which usually points to mileage, and that brings us to the DEIS. Court documents state a Ferrari dealership technician took the dealership’s DEIS to a customer’s garage and used it to reset the odometer on a LaFerrari.

The technician

changed the mileage from 243 miles, to zero. The technician was personally paid in cash by the customer for the service.

When that story broke, everyone blamed everyone else.

Root said he complained to

management as soon as he was made aware of the service. The customer said Root The Southwest Star Magazine – your cars & your events

advised him to do it and said it was certified by Ferrari. Management felt Root was at fault and fired him. However, Root has since been rehired, so the dealer management may have changed their mind.

Of course, it might be because Root claims to be a

whistleblower, and whistleblowers can’t legally be fired. Is it just me, or does this sound like something from a Dr. Phil show?

The only thing that’s certain, is the customer’s odometer was reset. In a February 28, 2017 USA Today article, Chris Woodyard quotes one of the dealer’s attorneys, as stating:

“The single odometer incident referred to by plaintiff was done after hours, off dealership premises, without dealership’s knowledge, without

dealership’s

permission

and

without

the

dealership’s

authorization, by a technician who no longer works for the dealership.”

This confirms the DEIS has been used to reset an odometer – allegedly to increase resale value. However, the Ferrari wasn’t owned by a dealer and the dealer didn’t sanction the work. It’s unclear how the Daily Mail can claim “dealers” did this. To their credit, Ferrari jumped in and tried to stop this. An April 2017 Technical Information Bulletin filed in Florida court as part of Root v. New Country Motor Cars of Palm Beach says

“Ferrari SpA will no longer supply the DEIS access codes for the NQS ECU reset cycle to Ferrari Technical Service Departments. By May 15, 2017, Ferrari SpA will release a software update for the DEIS tester that includes removing this cycle.”

The timing of that memo is interesting. Within 90 days of a lawsuit being filed, a feature in a device that has been around for eight years was done away with. We’re not sure this fixes the problem though. Every dealer has at least one DEIS, and we can assume every Ferrari dealer’s DEIS has received the software upgrade. The problem is, anyone can buy a DEIS and the technical bulletin only applies to dealers.

There’s no law that says

independent technicians who own a DEIS, must apply the upgrade.

If you were a

technician, and you owned a DEIS, would you install the upgrade that removes a feature some wealthy customers might pay for? Also, to reset the odometer, the technician is Page | 58

supposed to electronically get permission from Ferrari. Yet some way, somehow, Root’s customer got his odometer reset in his garage by a technician with a DEIS and no outside help.

Ferrari later issued a statement to Daily Mail stating the company did nothing illegal, and the timing of the memo was related to a software update - not because of the media attention surrounding the Ferrari lawsuit.

Ferrari Director of Communications Krista Florin said in an email statement:

“Resetting an odometer to zero in case of a malfunction of the odometer when the pre-repair mileage is unknown is consistent with the federal odometer law….

Ferrari determined that the risks of odometer fraud in the United States from unauthorized use of the DEIS tool outweighed the convenience of this functionality of the tool, and thus, Ferrari has informed its network with a technical bulletin that a software update to eliminate the odometer reset functionality of the DEIS tool was necessary and disabled this functionality.”

Root’s attorney, David Brodie, has requested records of 'every instance' in the past eight years when the odometer of a Ferrari car was changed.

'This internal Ferrari bulletin appears to confirm exactly what we suspected all along, that the odometer rollback device has been in place in Ferrari dealership service departments nationwide, if not worldwide, for many years, that the odometer rollback procedure was sanctioned at the highest organizational level,' David Brodie, Attorney Brodie also said the following three things,

“The practice ceased after my client, Bud Root, blew the whistle and just days after his story was picked up by the media.”

The Southwest Star Magazine – your cars & your events

“What remains now is to determine how pervasive this practice has been and to compel Ferrari to come clean and reveal the VIN number and odometer rollback data relating to each and every Ferrari for which it supplied an odometer rollback access code.”

“Ferrari has a duty and obligation to its loyal customer base, the consuming public and its own shareholders to ensure that this information is released forthwith.”

On the one hand, wiping 243 miles off an odometer seems trivial. On the other hand, the guy could have been on a track day binge. Think about it, 243 miles is halfway to an Indy 500. Who pays full price for a Ferrari that’s done half an Indy? Besides, we’re a country of laws. If Martha Stewart can be locked up for knowingly selling stock that was about to tank, resetting the mileage on a Ferrari must be an actionable offense.

There are too many unanswered questions, so we’ll continue to follow this story. Was Root fired because he’s old and complains too much? Or is he a whistleblower who should be congratulated for shining a light on a crime? We know it’s been done to one car, will Ferrari supply a list of other cars? We know the DEIS is used for Maserati vehicles, and no one in their right mind will buy a high mileage Maserati. Are we connecting dots that don’t exist? Stay tuned.

Page | 60

The Southwest Star Magazine – your cars & your events

Page | 62

Story by Jay Pill | photos courtesy of Club 928

T

hrough the mid-1970s, Porsche built air-cooled cars. cooled, but the point is, antifreeze wasn’t involved.

Technically they’re oil

In 1976, the all-new 924

started rolling down the assembly line. For Porsche, this was a serious change.

The 924 had its engine in the front, transaxle in the back, and was water-cooled. Here’s something you may not know, the 928 design study was ordered first.

The design study that resulted in the 928 began in 1971. The project was a clean-sheet undertaking that explored a lot of options.

Porsche examined both the mid and rear

engine options before settling on a front engine design. Even the V8 wasn’t always a given. At one point they considered a V10 based on two Audi in-line five cylinders.

The Southwest Star Magazine – your cars & your events

The 928 study was ordered because the mid to late 1970s were a different era. At that time, Porsche felt the 911 was near the end of its development potential.

The 928 and the entry-level 924 were

seen as the future. These cars were meant to begin a new era of modern front-engine, rear-drive Porsches.

That future initially

looked bright. In its first year, 924 sales outpaced 911 sales by more than 2 to 1. In all fairness, the 911 had different target audience.

The 911 list price was 60% more than a 924. The 928 was released in 1977 as a 1978 model, and the new 928 cost 50% more than the new 911SC, and three times as much as the prior year’s 924.

Although Motor Trend awarded the utterly forgettable Dodge Omni / Plymouth Horizon twins as the 1978 Car of the Year, the 928 was a hot bodied technical tour de force. It’s been 40 years, and the 928 is still a unique car.

Back then, the 928 and the Lamborghini

Countach LP400S were the most futuristic looking cars available.

Looks are subjective, but I think it’s safe to say the 928 has aged better. Even those who don’t agree about the Lamborghini will admit the 928 aged much better than the Omni and Horizon.

The 928 used a combination of galvanized steel and aluminum to form a curvaceous aerodynamic body. The aluminum bits consisted of the hood and doors.

The 928 also featured body-

Page | 64

colored wraparound plastic bumpers, which did a good job of providing crash protection without being overly bulky. The upward facing headlamps design had been done a dozen years earlier with the Lamborghini Miura, but it looked surprisingly fresh on the 928. The trick with using that headlight style is where to put them; in the hood or the fenders? In the 928, they were mounted in the low, wide fenders. That resulted in the hood being very narrow. This was a very different look at the time. In the states, manufacturers were using crisp lines with padded vinyl roofs whenever possible, while angular designs were coming out of Italy. The 928 was a much more rounded look.

The interior was based on a 2+2 concept, and it introduced a new chapter for Porsche – ultraluxury.

The materials were lavish, power equipment was standard, and the switchgear,

although plastic, looked modern. Regrettably, those rear seats were painful. The 928 sits low and the driveshaft runs through a tunnel right down the middle of the car. The designers couldn’t move the rear seats any further back, because the transaxle was right behind them.

This resulted in extremely limited rear leg room. On top of that, the sloping hatch devoured headroom. Despite its flaws, the rear seating looked gorgeous, in a ¾ of a human being The Southwest Star Magazine – your cars & your events

type way. From an ownership standpoint, the person paying for the car wasn’t going to be wedged back there, so looks were all that mattered.

Along with its looks, the 928 was potent. It came equipped

with an all-aluminum V8 and a rear-mounted transaxle. This improved weight distribution and the two were connected by an enclosed drive shaft.

Although the front engine / rear transmission design wasn’t new. John DeLorean used this design when he was with Pontiac in the early 1960’s.

The V8 was an advanced engine, and it introduced a new era of engine manufacturing for Porsche. The original engine was a 4.5 liter, 90-degree V8 with one overhead camshaft per bank, driven by a rubber

timing belt. The 928’s engine was unique back then because the aluminum block didn’t have cylinder liners.

Chevrolet unsuccessfully tried a similar approach with the Vega during that same era, but Porsche’s design actually Page | 66

worked.

The original engine had a low compression ratio of 8.5:1.

The reduced

compression allowed the 928 to use lower octane fuel without damaging the engine. That approach limited power output and the first generation 4.5 liter produced 230 horsepower and 253 pound-feet of torque.

In 1980, the 4.7 was released in the European 928S.

Larger cylinders and higher

compression increased the output to 300 horses, but that engine wasn’t available in the U.S. until 1983.

As an added insult, when the engine did arrive, it only made 234

horsepower. The four-horsepower increase sounds laughable, but the 1983 model was a

better car.

The 928S had several upgrades including a new four-speed automatic

transmission, and they ran smoother. In 1984, the European model’s fuel injection system was upgraded. Those cars produced 310 horsepower.

The horsepower difference is why there were so many gray market 928s.

Before

Mercedes-Benz got the U.S. government to institute the 25-year rule (yes, our beloved Mercedes was behind it), any hack could certify a European car as meeting U.S. standards.

If “hack” sounds callous, consider this – back then it was common for U.S. based Euro The Southwest Star Magazine – your cars & your events

certification experts to tack weld rebar in the door, add hollow catalytic converters, and “install” O2 sensors with wires that weren’t connected to anything.

It wasn’t all bad

though. The end result was a 310 HP 928.

In 1985, the U.S. spec 928S got a serious upgrade.

These came with five-liter V8s

sporting dual overhead cams, four valves per cylinder, improved fuel injection and stronger manual transmissions. At 288 horsepower, they still made less power than the earlier two valve European models, but they were much better engines. In a surprising move, Porsche released this new engine in the North American market first.

In 1987 Porsche introduced the 928 S4 in both Europe and the U.S. The S4 body featured redesigned bumpers, new spoilers, different turn signal / combination lights up front and flush mounted, one-piece rear taillight lenses.

The S4 was released with a single

worldwide engine. This engine produced 320 horsepower with 317 pound-feet of torque.

In early 1989, the five-speed version of the 928 was renamed the 928 GT. It had a dogleg gearbox, a 330-hp version of the five-liter V8, standard sport suspension, and sevenspoke Club Sport wheels. 928s with automatic transmissions continued as the S4. S4’s used different cams, came with standard suspensions, slightly different exhausts and produced 320 horsepower.

Midway through 1992, the 1993 928 GTS was introduced. The GTS has broader rear arches that house larger 17-inch Cup wheels with a wider track. It has body colored front and rear spoilers, aero mirrors, a twin-pipe rear muffler, and a rear wraparound light bar.

The 928 GTS powertrain received its final upgrades. The engine received a new crank, increasing displacement to 5.4-liters, and its output increased to 350 horsepower and 369 pound-feet of torque. Both manual and automatic transmissions were strengthened, and the braking system was upgraded.

The 928 both was, and is, a head turner. No one in a 928 goes unnoticed. The 928 is so good looking, it starred in several popular movies such as Weird Science, Middle Aged Crazy, Risky Business, and Scarface, but it all came to a halt in 1996. Although the 928 was supposed to eventually replace the 911, it never stood a chance. The original plan was to phase out the 911 over 5 years. In the five model years from 1978 through 1982, Page | 68

Porsche sold twenty-one thousand 928s. During that same period, Porsche sold fifty-one thousand 911s – and sales figures only got worse as time progressed. The 928 GTS was produced for three years and only 406 cars made it to the United States. Despite being one of the best GTs on the market, the demand simply wasn’t there.

The 928 had a futuristic design, luxury, panache, and was dependable. We can’t say that about a lot of cars from that era. 928s are still available and the GTS is undeniably the best version. There’s just one word of caution to those considering a 928; Although you can pick one up for about the same amount as a year-old Kia Forte, this is a Porsche and the maintenance costs will reflect it.

The Southwest Star Magazine – your cars & your events

Page | 70

The Southwest Star Magazine – your cars & your events

by Marcus Blair Fitzhugh

XKLUSIV in early September was the biggest Mercedes event for 2017. Someone at corporate must have heard our begging and pleading for more, because in February we had another MercedesBenz EXKLUSIV event; Classics and Coffee at the Vehicle Prep Center.

It wasn’t as big as the EXKLUSIV event in September, but it was still the biggest single Mercedes-Benz event we’ve attended since then. As the invites indicated, the focus was on classic Mercedes. We’re not talking mega dollar pre-war machinery, not that anyone is turning those away, but the show was more “weekend drivers from 1960 forward”. 1990-something was the cutoff.

Several of the usual suspects were there, but they always seem to have something new up their sleeve. Belinda Fin Tail is a good example. Her award winning 220S regularly receives updates, making it look even more attractive, if that’s possible.

But then there’s whatever she’s snagged since the last meet. You see, Belinda is a collector. When something desirable appears at an auction, there’s a good chance she’ll get it. Belinda regularly shows up with something from her collection to wow the crowd.

Page | 72

Then there were the combinations - this perfectly restored sedan parked next to that perfectly restored coupe of the same year. Or cars that are only one or two years apart with subtle differences.

This outdoor Mercedes art gallery covered the gamut.

One example was the #andrewhutchinss W108 that rolled in and caught everyone’s attention. The W108 was built from 1965 through 1972, but when you see one with a single turbo sitting above the hood, that’s special.

That car has a V8, so envision a passenger side tunnel ram, except it’s a turbo.

And who can forget the wagons?

I’ve never owned a

wagon, but this made me recognize the Southwest Star needs an official long roof pool car. And a wheel sponsor.

In addition, there was a C43 DTM tribute, the Fake55 W208 (sporting his “spare” BBS wheels with MO Michelins), 16Vs, regular W201 (if we can call perfect cars ‘regular’), the heads of state (who posed for a shoot in front of the VPC), a pair of 500E/E500s, the W210 E65 (that’s not a typo, it’s a 65), the W126 dignitaries, and the list goes on.

The middle of winter means nothing in Southern California, so pay attention when events are announced. SoCal averages 284 days of sunshine per year.

Half of the remaining 81 days are just light sprinkles, so organizers plan meets all year round. If you’re visiting from out of town, check the event calendars on social media. The SoCal car scene really is unique.

The Southwest Star Magazine – your cars & your events

Page | 74

There were a lot more cars, but there’s only so much page space.

The Southwest Star Magazine – your cars & your events

Page | 76

by Becky Shepard | photos courtesy Forgeline Motorsports

DAYTON, Ohio - Forgeline has expanded their Carbon+Forged wheel line to include the new CF203, CF204 and CF205 wheels. The carbon fiber and forged aluminum ultra-high performance wheels join the original two designs, CF201 and CF202.

The CF203 and CF204 debuted in November. Forgeline unveiled the CF205 at the 2017 Performance Racing Industry (PRI) Show in December. The CF205 uses the Competition Open Lug option and features 10 symmetrical I-beam spokes that extend out to the edge of the carbon step lipped barrel. The CF205 is the lightest wheel in the Carbon+Forged product line and the lightest wheel Forgeline offers in the diameters of 19-, 20- and 21inches.

Forgeline's CF203 wheel combines a weight-optimized CNC-machined forged aluminum center with their proprietary carbon fiber barrel.

Cutting-edge styling and a unique

precision-machined forged 6061-T6 aluminum center with 10 asymmetric I-beamed Yspokes grouped together in opposing pairs creates a striking design. Special engineering and machining deep into the edge of the mounting pad allow the spokes to connect deep into the center. The spokes also extend beyond the rim register to reach out over the step of the carbon fiber barrel. Available in 19-, 20- and 21-inch fitments, the CF203 is engineered for modern exotic sport and luxury cars including the Corvette Z06, Ferrari

The Southwest Star Magazine – your cars & your events

458/488, Audi R8, Acura NSX, Lamborghini Huracan/Aventedor, Porsche 918/GT3/GT3RS, as well as Aston Martin, McLaren, Mercedes, and BMW models, among others.

The CF204 wheels feature a lightweight racing-inspired five V-spoke forged aluminum center design to yield a wheel with impressive performance metrics: very low static mass and very low rotational inertia. Forgeline's CF204 combines a weight-optimized CNCmachined forged aluminum center with their proprietary carbon fiber barrel to deliver technological advancement, exclusive styling and unparalleled performance.

"The incredible response to the original Carbon+Forged wheels, the CF201 and CF202, which we debuted at the SEMA Show last year, inspired us to design the CF203, CF204 and CF205. At Forgeline, we strive to provide the ultimate in style and performance, and the Carbon+Forged line does that and more for those vehicle owners of means who want to truly stand out," - Dave Schardt, President of Foregline Motorsports.

Carbon+Forged wheels consist of a two-piece carbon fiber rim and a forged aluminum center to result in a super light, ultra-high performance wheel. Known for their unyielding commitment to technology and performance innovation, Forgeline continues to break the mold with the new Carbon+Forged styles. With a weight that is 42 percent lighter than its aluminum equivalent, these wheels deliver a significant weight reduction to the wheel's outer perimeter.

The superior quality carbon fiber barrels are engineered and tested to deliver industryleading levels of fatigue strength, impact and damage resistance as well as deflection stiffness. Independent automotive industry lab results prove Forgeline's Carbon+Forged wheels are incredibly strong and robust while exceeding all existing SAE and TUV test specifications and surpassing the AK-LH 08 Radial Impact Test standard.

As with all

Forgeline wheels, the CF203 and CF204 are available in any finish the company offers.

The new additions to the Carbon+Forged wheels series and other Forgeline wheels are available through a nationwide network of Forgeline partners.

Page | 78

About Forgeline Motorsports For over 20 years Dayton, Ohio-based Forgeline Motorsports has designed, engineered and manufactured premium, custom-made one-piece and three-piece forged aluminum street performance and racing performance wheels for the ultimate combination of fitment, performance and style. With a reputation for excellent quality and outstanding customer service, Forgeline creates bespoke wheels that are American originals. For more information call 1-800-886-0093 or visit wwwforgeline.com.

The Southwest Star Magazine – your cars & your events

Page | 80

The Southwest Star Magazine – your cars & your events

e realize this isn’t for everyone. The slogan at MercedesBenz is “The best or nothing”, and the S-Class Coupe is The Best of The Best. When customizing an S Coupe, we feel the doctor’s oath should be considered – “Primum non nocere”. That’s a Latin phrase meaning "first, to do no harm.”

Prior Design has released a wide-bodied S Class Coupe package. The Prior Design S Class Coupe consists of several aero accessories, and it’s called the PD75SC. Prior Design's package is geared toward S Class Coupe owners who want something to stand out from the crowd.

To some this may

sound odd, but anyone who's been to one of the more prominent custom car shows, will see the point.

In a world of wrapped, bagged, and refitted

Lamborghinis, how does one stand out? One way is to call Prior Design and inquire about personalized rolling jewelry offerings.

The Prior Design package includes an aerodynamic body kit. The package includes a new front bumper, a front lip spoiler, an optional hood, and new front fenders. Under the factory doors are side skirts that connect the wide front with rear fender flares. Out back is a new wide body bumper, a lower diffuser, which naturally is wide enough to reach the rear flares, and an optional rear wing.

No one describes the S-Class Coupe interior as “wanting”. However, the same can be said of the exterior. It needed nothing, yet was widened nevertheless.

Page | 82

In that same way,

story by Marcus Blair Fitzhugh | photos by Prior Design

Prior Design went over the interior and gave it “more”. More Nappa, more Alcantara, more aluminum pieces, and more contrast stitching.

The chassis has been lowered and larger wheel and tire combinations are optionally available.

As with other packages, Prior Design created the kit in a way that allows the parts to be spot painted. Paint is always an issue because stripping and shooting a new S Coupe puts someone right in the middle of the “do no harm” dilemma. In this case, maybe a wrap should be considered. Although, an S Coupe costs between $125K and $250K, so the wrap would have to be exceptional. The Prior Design U.S. office is in Pompano Beach, Florida. If this is what you’re after, they’ve got what you want.

The Southwest Star Magazine – your cars & your events

The Prior Design PD75SC

Page | 84

The Southwest Star Magazine – your cars & your events

Story by Tony Brown and MB Fitzhugh

obody likes to think about piling a vehicle up. Determining fault, dealing with the rental, the insurance companies, the other party.... inconvenient doesn’t begin to describe it. Fortunately, Mercedes-Benz has done what they can to make vehicles as safe as possible.

According to the federal government, one of the smaller SUVs, the 2018 GLC, does very well in instrumented crash-testing.

This past February, the National Highway Traffic

Safety Administration, NHTSA, rated the GLC at five stars.

Five stars is their highest

rating.

The smaller the SUV, the harder it is to get a high rating, but this compact, five-seat crossover earned five stars in frontal and side-impact crash-tests. The GLC also scored four stars in the rollover test. The rollover is calculated based on a vehicle's weight and center of gravity, rather than actually planting one on its roof and then using instruments to determine how difficult it was.

Page | 86

The NHSTA is an insurance industry-funded non-profit, and they gave the GLC good marks all around. Aside from rating the survivability after an impact, the NHSTA rates vehicles on accident avoidance. Anyone considering a GLC may want to check with their insurer to see if the rate noticeably drops when the optional LED headlamps with automatic high beams is selected.

The NHTSA rated the GLC even higher when equipped with those

options. If the insurance rate drops enough, it may pay for the LED upgrade over time.

The NHSTA rating bolsters the IIHS findings. IIHS is the Insurance Institute for Highway Safety. The Insurance Institute for Highway Safety is an independent, nonprofit scientific and educational organization dedicated to reducing the losses (deaths, injuries and property damage) from motor vehicle crashes.

Last year the GLC earned the highest award possible from the IIHS — the 2017 IIHS TOP SAFETY PICK+. The GLC won this this award by passing a series of tests with high ratings.

Thanks to its suspension design, the GLC excelled in collision avoidance in IIHS testing.

The IIHS also put the GLC through a series of “five crashworthiness” tests where they intentionally piled it up.

The “examinations” included small overlap front, moderate

overlap front, side, roof strength and head restraints testing. This is another verification of what we’ve all felt – that Mercedes-Benz builds extraordinarily safe vehicles.

The GLC

helps keep occupants secured with three-point safety belts with belt tensioning and beltforce limitation for driver, front passenger and rear outer passengers and numerous airbags. The IIHS also gave the GLC accolades for the optional static and dynamic LED headlights.

Last year, the GLC joined the EClass Sedan and GLE SUV as Top Saftey PICK+ award winners.

The Southwest Star Magazine – your cars & your events

Page | 88

story by Marcus Blair Fitzhugh

ercedes could return to the NAIAS in 2020, but it’s a definite maybe at best.

Before getting to that, for those who missed the news, Daimler is skipping the 2019 North American International Auto Show. That’s been cast in stone.

It wasn’t an easy decision for Daimler, but Detroit doesn’t make things easy for car makers. Manufacturers must use the most effective format available for introducing new products. The Detroit show is in January. Toss aside the fact that it’s Detroit during winter, it’s the worst month for unveiling new vehicles. In January of any calendar year, the cars for that year have already been announced. Detroit is one of the world’s biggest auto shows, so manufacturers must either delay releasing information about current model year vehicles or release early information about the following year’s vehicles.

The decision to skip Detroit was made by the Daimler Board of Directors, who were convinced by the financial specialists on the team. A major factor in the decision is the Mercedes-Benz model launch schedule doesn’t line up with the Detroit show. Mercedes simply won’t have anything important to show U.S. buyers in January of 2019.

Speaking of the 2020 show, Britta Seeger, Mercedes' global sales boss and chief auto show strategist, stated if there is the potential for a launch to coincide with the Detroit show, they could potentially reconsider. That’s not a quote, but her statement did include an “if”, two “potentials”, and a “reconsider”. That isn’t a firm “no”, but I didn’t hear “yes”.

The Southwest Star Magazine – your cars & your events

With the world's largest installation made of synthetic resin, Mercedes-Benz unveiled the G-Class at the NAIAS in Detroit this year .

"This is not about the Detroit Auto Show, it's about the 2019 auto show. In 2019, given the activities we were planning, given the cadence of the product launches, there was just no meaningful fit. But I very much expect in 2020 we will be back with some product launches."

- Dieter Zetsche, Daimler CEO The 2019 Detroit show is currently scheduled for the third and fourth week of January.

However, discussions are being held and the show could move to an October timeframe.

The date change is being given very serious consideration.

The goal is to convince

automakers to make their debuts in the Motor City, thereby stealing some of the attention given to the CES in Las Vegas.

CES has been growing steadily, and the automotive

community has been using it to discuss EVs and autonomous technologies – topics Detroit would like moved to their show.

Page | 90

The Southwest Star Magazine – your cars & your events

ercedes-AMG

Petronas

was

in

control of the opening F1 race at Melbourne's Albert Park when the roof fell in. Romain Grosjean's Hass F1 car stopped on track and officials imposed a virtual safety-car. A virtual safety-car, VSC, restricts the pace of the cars on track.

Lewis Hamilton had already made his pit stop but Sebastian Vettel of Ferrari hadn’t made his.

When the VSC came out, Ferrari

pounced on the opportunity. Why was this an opportunity? A pit stop made under the virtual safety car takes 10 seconds less than one made when the cars are at full speed.

This allowed Ferrari to gain 10 seconds they normally wouldn't have had. Plus, while the virtual safety car was out, Hamilton had to run at restricted speeds. The combination of Lewis being forced to drive slower and Vettel having a much faster pit stop allowed Vettel’s Ferrari to rejoin the race just ahead of the Mercedes. Hamilton followed the Ferrari closely for the rest of the race but was unable to pass. Ferrari finished first, with Mercedes-AMG Petronas coming in second. The gap between first and second? 5 seconds.

What caused this madness?

Page | 92

story by Marcus Blair Fitzhugh

Kevin Magnussen and Romain Grosjean, both of Haas Ferrari were running fourth and fifth. However, both divers were forced to retire when the mechanics sent them out after their pit stops with loose wheels.

Yes, loose wheels.

The wheels weren’t positioned

properly when the nuts were tightened, so the wheels were cross threaded. First Kevin Magnussen pulled off at turn three. Magnussen’s car was out of the way - parked where it could be recovered. Romain Grosjean’s car was stopped on the straight between turns two and three, and that’s what brought the VSC out.

The Southwest Star Magazine – your cars & your events

I did everything I could today, but it’s not what anyone expected to happen.

I’m still in a little bit of disbelief as I don’ t really understand what happened yet. Once I get back with my engineers they’ll do a debrief and obviously I’ll find out why. This weekend there was so much talk about party mode or if Ferrari would be quick enough. I don’t think the gap was as big as it seemed yesterday, it’s just that I had a good lap and maybe Sebastian didn’t have a good lap. But today they were very, very quick. I put up a bit of a fight towards the end, but they were within a tenth of us today. At least in my heart I know that I gave everything this weekend. I’m sure the team is feeling pain right now, but we will regroup and we’ll work on it.

- Lewis Hamilton, four-time F1 World Champion This was one that got away and it’s a bitter pill for us all to swallow.

Following Lewis’ pit stop, we believed that we had the scenarios of both the Safety Car and the Virtual Safety Car covered, so that Sebastian could not pit and come out ahead of Lewis on track. We should have been several seconds safe, then suddenly saw on the TV screens that we were not. Of course, under the VSC sometimes you benefit and sometimes you lose out – but it was clearly a problem on our side and we need to analyse that to understand what happened and correct it. It’s all the more frustrating because we had the pace today to win. Lewis was in control through the opening stint, then after the pit stop as well, and looked on course for a strong victory but it wasn’t to be. On Valtteri’s side, we knew this would be a tough race to make up much ground. The margins between teams are closing up and this is one of the most difficult circuits to overtake on in the entire season. He made three passes on track, and benefited from the VSC too, but then was stuck in a DRS train in the final laps.

Congratulations to Ferrari on their win today; for us, it’s a tough one to take, but there are lots of lessons to be learned so we can come back stronger next time.

- Toto Wolff executive director of Mercedes AMG Petronas Formula One

Page | 94

The 100 Rotwild GT S bikes are sold out. The AMG GT is still available. See your dealer for details.

The Southwest Star Magazine – your cars & your events

Page | 96

The Southwest Star Magazine – your cars & your events

Page | 98

The Southwest Star Magazine – your cars & your events

Page | 100

The Southwest Star Magazine – your cars & your events

Page | 102

The Southwest Star Magazine – your cars & your events

Luftgekühlt 5

Sunday April 29th

Luftgekühlt embodies all the air-cooled Porsches in the manufacturer’s history, from the Pre-A 356 through the 993 model line. Luftgekühlt was created by two-time Le Mans class winner Patrick Long and noted Southern California creative director Howie Idelson. This is a true Porsche happening, and you don’t want to miss it.

Page | 104

The Southwest Star Magazine – your cars & your events

AutoCon Los Angeles Sunday April 29th Since 2010, AutoCon Events has been recognized as one of the most innovative automotive events in the nation spanning from Los Angeles, San Francisco, Seattle, Miami and New Jersey/New York. From the exclusive vehicles on display to the one-of-a-kind ‘drive up’ main stage, the goal of AutoCon is to create a positive environment where attendees of the event can converge, learn and share common interests with one another.

With its core focus on the automotive industry, AutoCon is a place where extraordinary vehicle builds are debuted, product launches happen, news is announced, and the future is introduced.

Los Angeles Convention Center, 1201 S Figueroa St, Los Angeles, CA 90015Los Angeles California

Page | 106

The Southwest Star Magazine – your cars & your events

Page | 108

The Southwest Star Magazine – your cars & your events

Page | 110

The Southwest Star Magazine – your cars & your events

Page | 112

The Southwest Star Magazine – your cars & your events

Page | 114

The Southwest Star Magazine – your cars & your events

Page | 116

The Southwest Star Magazine – your cars & your events

Page | 118

The Southwest Star Magazine – your cars & your events

Page | 120

The Southwest Star Magazine – your cars & your events

Page | 122

The Southwest Star Magazine doesn’t host events. We list the information about events that we are supplied. Details about the previously listed events should be confirmed with the event coordinators.

In 2017, 2.4 million Mercedes-Benz and Porsche enthusiast read the Southwest Star Magazine. If you have an event that would be of interest to our audience, and you’d like it listed here, please email us the details.

The Southwest Star Magazine – your cars & your events

2018 Mercedes-AMG C43 Coupe in Iridium Silver Metallic. Optional equipment shown

Page | 124