Southwest Star Magazine 2018 5th Edition

COVERING YOUR CARS & YOUR EVENTS VOLUME 6, NUMBER 5

The new nine should be enough, For those want seconds, we've got the W123, Rennsport Reunion, Josh's CLS, RM Sotheby’s at the Petersen, the 718T, the shot, the tools, F1, and a full dessert tray. Nobody leaves hungry.

The Southwest Star Magazine – your cars & your events

2019 Mercedes-AMG E 53 Coupe. Optional equipment shown and described.

For more information see you local authorized Mercedes-Benz dealer.

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12 The new Nine Eleven 24 W123 30 Rennsport Reunion 44 RM Sotheby’s at Porsche 52 Inside Out 60 Auction at the Petersen Museum 68 Badass with a capital B 78 718 T 84 Getting the shot 87 Tools 96 Just shut up 100 Benz for the next gen 106 Pagani 110 Bentley. Yes, Bentley 114 Audi too

118 Mercedes and F1 120 Microwave ignition 122 eSprinter 126 Upcoming Events

The Southwest Star Magazine – your cars & your events

Covering your cars & your events December 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

Porsche

Editor in Chief Marcus Blair Fitzhugh

AMG Thousand Oaks

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

Distribution Creative Director Karcy Bowles Motorsports Editor Kevin Ehrlich Features editor Mary Fischer

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

Queries East Coast Bureau Chief Wendy Fitzhugh

info@thesouthweststar.com

Creative Consultant Sean Fitzhugh Contributors To This Issue Almos Bechtold Jay Pill JP Davis Kenny Pi Liz Ae Sai De Silva Tony Brown

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.

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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

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From the editor’s desk

is a wrap. Thanks to our tireless staff, we produced 80 articles this year. However, that’s old news. You’re here for this edition. Excluding these introductory scribblings, this issue has 18 articles, a number of ads, and some upcoming events. We strive to make everything interesting.

Yes, even the ads.

The ad on the next page is a good

example. Sonder Klasse is an MB Lifestyle brand whose product line may appeal to Mercedes owners. Click the ad, take a look at their store, and see if what they have is for you. You may find it interesting.

In this issue we’ve also got the new 911. Porsche regularly rolls out upgrades, but in its 55 years of production, there have only been 8 all-new 911s. This is a big deal. When the 911 was introduced, the Jaguar E-Type was the most beautiful car in the world. That’s not just my opinion, Enzo Ferrari said the same thing. The E is long gone. But the 911 is still here.

Take a look on page 12 and you’ll see why. Although I would like a Series II Jag. A few pages later, we’ve got Kevin Ehrlich and Mary Fischer’s auction coverage. We all know what an auction is, but some of you may never have attended one. That’s a shame because auctions were made for us. For example, Arman, Charles, and Jimmy are three regulars in the SoCal car scene. They own three of the most gorgeous classic Mercedes in SoCal. If those cars are ever sold, I think they should be at auction. There are other ways to sell a car, but the true value of a desirable car may be best realized with a professional service.

Those articles are just a taste of what’s ahead. The appetizers, so to say. There’s a lot more.

Pull up a seat and dig in.

Marcus Blair Fitzhugh Page | 8

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settle.

911 Carrera 4S

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his is the digital age and some aren’t used to waiting. Patience may be a virtue and good things may come to those who wait, but there are those who want what they want, right now. Of course, if you’re Porsche, you’ve got some leverage. The 911 comes from one place and the next generation is ready when Porsche says it’s ready. Yes, it’s a free country. Yes, people have the right to be impulsive Page | 12

Marcus Blair Fitzhugh | photos courtesy Porsche

and buy something else. Buying something other than a 911 because the buyer can’t wait may be a poor purchase decision, but it isn’t illegal. Those who are brash, reckless, and hasty, can wander into Almost as Good Motors and scoop up whatever cheap fix they have The Southwest Star Magazine – your cars & your events

sitting on the showroom floor. That kind of desperation can result in owning a heap of junk that accelerates like a motorized park bench, handles like a drunken skateboarder, and has Frito Lay build quality when compared to the new 911, but it does qualify as “right now”. For those with a bit more self-control, November 27th was a monumental occasion.

On that day, in the Petree Hall at the Los Angeles Auto Show, Porsche introduced the 8th generation of the 911.

Many manufacturers lay claims to being iconic. Truthfully, most need a new word. In 1963 Porsche introduced the first 911. In the fifty-five years that have passed, countless fashions, trends, and fads have come and gone. The 911 is still here. Although all new, in some ways the new 911 is the same as it ever was. Porsche says it’s both all new and the same because it’s the sum of its predecessors.

The new 911 has the internal designation of 992, and Porsche got it right. This car has more of what everyone wants. The 992 is more powerful, more efficient, and uses modern digital equipment.

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Detlev von Platen is a Member of the Executive Board for Sales and Marketing at Porsche AG. He emphasized the importance of “us”, the North American market

“U.S. customers purchased more than 55,000 Porsches in 2017, and the American importer and distributor, Porsche Cars North America, is on track to achieve a new record figure in 2018. Ultimately, no model better symbolizes the American love affair with Porsche than the 911.

One in three Porsche 911s built in Zuffenhausen goes to the USA.” The new exterior is timeless. Still, a constant stream of upgrades has allowed the 911 shape to remain youthful. Porsche took the 992 as an opportunity make this familiar design unmistakably new while retaining the 991’s basic platform. Both the 991 and 992 have a 96.5-inch wheelbase, but due to larger overhangs, the 992 is about an inch longer.

The 992 has wider fenders which arch over the 20-inch front wheels and the 21-inch rear wheels. The increased rear wheel height gives the car an illusion of being smaller, but the wheels aren’t for aesthetics – they were requested by Porsche Engineering.

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The new 992 features the wide-body that was previously reserved for the Carrera 4, GTS and GT3 models. The 992’s rear fenders are 1.7 inches wider and the fronts are 1.8 inches (45 mm) wider than the outgoing 991 based 911S. The hood has a distinct recess in front of the windshield, reviving a feature of earlier 911s. Those wide fenders and long hood visually lengthen the front.

The classic fender mounted headlamps are newly developed LED units with four-point daytime running lights. The doors have flush mounted handles that extend when needed.

This creates a tapered, smooth side contour. The side mirrors have also been redesigned, and are optimized to reduce wind noise.

The rear of the new 911 is a complete redesign. It features a considerably wider, variableposition spoiler, over a seamless LED light bar and three-dimensional taillights. The rear decklid grill has vertically arranged louvers that follow the rear window outline. The rearwheel-drive Carrera S has black louvers, and the all-wheel drive Carrera 4S louvers are silver.

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You’ll note the centrally located third brake light has been integrated into the rear decklid grille. The brake light is hidden when the rear spoiler is extended, so Porsche added a second brake, light which is mounted in the spoiler itself.

There’s another notable change in the bodywork. With the exception of the front and rear bumper skins, the 911’s entire outer covering is now made of aluminum.

The new interior used earlier 911s for inspiration. The new dashboard covers the entire width between two horizontal levels. The upper level is covered in leather and the lower level is available in a dark or light silver finish called Diamar, brushed aluminum, wood, or leather, depending on the buyer’s preference.

The gauge cluster has a centrally mounted tach surrounded by two high-resolution 7-inch frameless TFT displays. Just right of the gauge cluster is the Porsche Communication Management (PCM) system, which has been upgraded. The standard PCM system now has a 10.9-inch touchscreen display and features Porsche Connect Plus. This includes online traffic information based on swarm data. Below the PCM is a control panel with five The Southwest Star Magazine – your cars & your events

analog buttons that are used to control drive and chassis functions. Beneath the dash is a decoupled center console.

The seats have been redesigned and are now positioned five millimeters lower than in the 991. The new seats have minimally thinner seat cushion and superior lateral support in the shoulder areas. Overall seating comfort is better.

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The 992 has new assistance systems to increase safety and comfort. One system is Wet Mode, which is standard and is used to detect water on the road. When water is sensed, the stability control and anti-lock brake systems are prepped, and the driver is advised. The driver can then modify other vehicle settings with a button, or when equipped with the optional Sport Chrono Package, with the mode switch on the multifunction sport steering wheel. The 992 also has a camera-based warning and brake assist system. This is standard and detects the risk of collision with other vehicles, pedestrians and cyclists. It can initiate emergency braking when necessary. The Adaptive Cruise Control option includes automatic distance control, stop-and-go functionality, and an Emergency Assist function.

Night Vision Assist with a thermal imaging camera is optionally available for the first time.

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The 992 is powered by a 3.0-liter flat-six. This is an improved version of the 991’s design.

The new engine has larger symmetrical turbochargers that feed a redesigned intercooling system. The 991 had intercoolers mounted behind the rear wheels. The new system is mounted toward the center of the rear.

This new design reduces pressure drops and

increases cooling efficiency.

In addition to the turbos and intercooler, the fuel injectors have been upgraded and the valvetrain has been modified. The new engine is more efficient, produces fewer emissions, and has more power in the upper rev range.

In an effort to increase rigidity and improve balance, the engine mounts were moved forward. Adaptive engine mounts are included with the Sport Chrono package. Adaptive mounts reduce drivetrain oscillations and vibrations, while combining the benefits of both a hard and soft engine mounting system. This results in increased stability and improves the ride.

All told, the 992 Carrera S produces 443 horsepower at 6,500 rpm, and 390 pound-feet of torque from 2,300 to 5,000 RPM. This is an increase of 23 horsepower and 22 poundfeet of torque from the 991. Keep in mind, this is the S model. The base Carrera hasn’t been announced, but it will have new turbos and the associated software changes. Like the S, we expect the base 992 Carrera to be more powerful than the base 991.

The engine is mated to a new eight speed PDK (Porsche Doppelkupplung) dual-clutch transmission. The eight-speed has an additional forward gear, but the spacing is closer and the eighth gear is like the seventh in the 991’s PDK. A manual transmission is scheduled to be released at a later date, and we’ve been told it’s the same unit available in the current 991.

There have been a number of key chassis mods. In typical Porsche fashion, the changes are refinements, but they’ve resulted in a better handling car. The obvious change is in track width. The 992 is 45mm wider up front and 44mm wider out back. Also, track width is the same for two and all-wheel drive Carreras.

In addition to the width, Porsche

Motorsport requested and received a design change; lengthening the front lower wishbones.

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Adaptive dampers are standard, and they're a new design. Previously, Porsche's adaptive dampers would only make compression and rebound changes when the wheel wasn't moving up or down. The new design allows adjustments at any point during wheel travel.

The new dampers also react one hundred times faster than the previous design. As with the 991, active anti-roll bars and rear-wheel steering are also available on the 992.

Unfortunately, the 992 weighs a bit more than the 991. Being a physically larger car, that’s to be expected. The 992 has larger turbos, more bodywork (despite being made of aluminum), and a larger PDK. Somewhere along the line it picked up and additional 120 or so pounds. Some view weight as just a number. A number that only matters when it impacts performance. The new 992 sprints to sixty MPH in 3.5 seconds (3.3 with the Sport Chrono option), tops out at 191 MPH in the Carrera S and 190 MPH for the Carrera 4S, and is about five seconds faster on the Nürburgring than the 991. In this case, the fast one with the shapely hips seems to be more desirable.

These 2020 models are expected to reach dealers next summer with the 911 Carrera S having a base MSRP of $113,200, and the Carrera 4S starting at $120,600. These new models can be ordered now.

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The Southwest Star Magazine – your cars & your events

hen the W123 was released, the tagline was “Engineered like no other car in the world.�

The first W123s were launched in 1976. The four-door was followed by a coupe, which was built on a slightly shortened platform. Five years later, Mercedes-Benz introduced the first production wagon for North America. All told, nearly 2.7 million W123s were produced before production ceased in 1985.

The W123 replaced the W114/W115, which was a hard act to follow. Friedrich Geiger and Bruno Sacco were up to the task and gave us the W123’s timeless design. The cars were given names that followed a Mercedes tradition. First was a number that indicated the engine size. For the U.S., that was 230, 240, 280, or 300. ROW cars were also available with the 200, 220, and 250. The number was followed by a single letter, or lack of a letter, which designated the body style. The sedans received no letter, coupes had a C, and wagons had a T for Touring. The last character was the engine type; E for gasoline and D for diesel.

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Marcus Blair Fitzhugh | photos courtesy Daimler

Although the cars had very nice shapes, U.S. safety standards resulted in oversized 5MPH bumpers and sealed beam headlights. Our clean air laws restricted engine choices and the engines we did receive had reduced power. Many owners have added European spec bumpers and lighting to their U.S. spec cars. Those are easily distinguishable from their gray-market colleagues by the U.S. spec VIN in the A-pillar.

The pillarless hardtop coupe arrived stateside for the 1978 model year.

The coupe’s

wheelbase was 3.3 inches shorter the sedan, and it was available with either a gasoline powered six or a five-cylinder diesel. To increase power and efficiency, turbodiesels were introduced in 1980. This was a welcome change in both the U.S. and Europe. Before the turbodiesel was introduced, the drop off in power when going from a gasoline powered six to a diesel five was dramatic. The gasoline powered European spec 2.8-liter six cylinder was available with 175 horsepower in the coupe and 182 in the sedan. In the late-1970’s, that was considered powerful. The U.S. spec 2.8 liter made considerably less. Emissions equipment knocked the U.S. spec 2.8 liter down to 142 horsepower, but that was still The Southwest Star Magazine – your cars & your events

much more than the diesel. The standard five-cylinder diesel made 77 horsepower and Mercedes-Benz claimed the 300D took 20 seconds to reach 60 MPH. When the U.S. spec wagon was launched in 1980, it had a naturally aspirated diesel. The TD was upgraded to a turbodiesel in 1981, and the increase in power made it much more enjoyable.

Although gasoline and diesel W123s, were available as four, five, and six-cylinder models, most of the U.S. cars were diesels. From 1982 through 1985, the W123 was only available in the U.S. as a diesel. The early U.S. spec four-cylinder 2.3-liter gas engine wasn’t around long and they are somewhat rare today.

Mercedes-Benz was the forerunner in diesel-powered passenger cars. They started using them in the 1930s. In 1979, when the Iranian revolution resulted in worldwide oil prices doubling over the course of 12 months, it triggered the second major U.S. fuel shortage.

Manufacturers had to produce cars with better fuel economy, and soon, Mercedes-Benz diesels were outselling their gasoline counterparts in the United States.

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As with all Mercedes-Benz vehicles, the W123 improved throughout the production run. The W123 was eventually available with antilock four-wheel-disc brakes, a driver's-side airbag, power locks, air conditioning, and a sunroof. These may seem common now, but they were cutting edge in the 1970’s.

In Europe, the diesel-powered W123s were popular as taxis.

That’s because they’re roomy, comfortable, and when properly maintained, they last forever. The W123 was so popular, for the 1979 model year, Mercedes-Benz sold over 200,000 of them in Germany.

This is only the third German car ever to ever reach that sales number in a single year.

The other two are the VW Beetle and Golf. In the U.S., a W123 may have been used for limo service, but not as a common taxi. That’s because the W123 was a luxury car. An ultra-rare manual transmission equipped U.S. spec 230 will appear occasionally, but 99% of the cars you’ll see have automatic transmissions, wood trim, some with leather seating, sunroof, cruise control, AC, and power windows and locks.

Being a luxury car, the W123 was expensive in the States. The early base 230E had a sticker price of $10,864 in 1976, with the 240D coming in at $10,993. Five model years later, MSRP for the 1980 240D was $18,681, the 280E was $26,193, and the 280CE was $29,289 – which was more than a new 911SC. In its final year, the W123 based 300D had a list price of over $31,000 and both the 300CD and 300TD were over $35,000.

Here we are 33 years after the W123 production stopped, and like many discontinued Mercedes, the W123 has risen to collectable status. This is especially true of the wagons, but it wouldn’t surprise us to see coupe and sedan prices increase too.

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The Southwest Star Magazine – your cars & your events

Rennsport Reunion – Rekindling

fter every edition of the Porsche Rennsport Reunion, the refrains are the same.

Those that attended say “That was amazing.” Those that unavoidably missed say “I can’t believe I couldn’t get there.” Those that have never been to a Page | 30

g a Racing Love Affair

Story and photos by Kevin Ehrlich and Mary Fischer

Rennsport Reunion look at the photos with awe and say, “When is the next one?”

Rennsport Reunion VI held in September at Laguna Seca was no different.

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The first Rennsport Reunion was held in 2001 at Lime Rock, Connecticut. Nobody knew there would be another one. Bob Carlson, Porsche Cars North America public relations master and Porsche enthusiast, was able to convince his employer to support a celebration of Porsche motorsport. The idea came after a successful celebration of the marque’s 50th anniversary at the Monterey Historics in 1998. Bob didn’t want to wait for the Historics to highlight Porsche as a featured marque again. In fact, why share the track with other marques at all?

Bob and racer Brian Redman got together to coordinate logistics. The idea struck a chord.

Private owners brought their pieces of Porsche history to the track and the Porsche Museum sent cars as well. The turnout was stunning – let alone for an inaugural event.

Aside from the cars, the event was a true reunion of people as well as cars.

Spectators mingled with wellknown drivers, team owners and other personalities of the sport.

Porsche and Carlson had a hit on their hands that evolved into a mutual love letter between Porsche and its enthusiastic fan base. Subsequent editions in 2004 and 2007 moved to a larger venue at the Daytona International Speedway road course. Sadly, Bob Carlson passed away in 2009 but his memory was honored as Porsche was able to follow his lead and continue the tradition in 2011, 2015 and 2018 at Laguna Seca Raceway.

A full overview of the entire four-day 2018 edition of Rennsport Reunion in late September would take a book. Hundreds of Porsche race cars ran at speed spread across seven

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categories. Hundreds more were on static display in the paddock with many running slow speed parade laps. The paddock hosted dozens of Le Mans entrants and multiple Le Mans class and overall winners. Original cars with period dents and dust shared space with freshly restored pristine concours candidates. Low production or one-of-a-kind stories were common.

Hundreds of spectator Porsche road cars lined the parking lots and

hillsides. Fifty Porsche legendary drivers and personalities answered any question, signed every autograph and took every photo. The full complement of the factory Porsche racing drivers with helmet in hand jumped into every race car with an open seat.

The beauty of an event like Rennsport Reunion is each spectator makes it their own.

Enthusiasts focus on different cars, histories, drivers, race groups, displays and vendors.

Drivers, mechanics, collectors, and restorers focus on different projects, vendors, and spectator cars.

Rare Paris-Dakar rally cars were a novel attraction in the paddock.

The winning 1984 953 Paris-Dakar of René Metge from the Porsche Museum collection was on hand – one of only three made.

To some, it might have just looked like another 911 race car with raised suspension and Rothmans stickers. In fact, the all-wheel drive desert weapon was a key link in the 959 development process. Jacky Ickx found a slim spot in a busy schedule for a few laps, driving the 953 as part of a larger assortment of race cars turning low speed parade laps.

Speaking of the 959, two of the three 1985 Porsche 959 Paris-Dakar entries took up residence elsewhere in the paddock. Neither finished in the actual race, but they are the only two 959 rally cars in private hands. The other remaining four are retained by the Porsche museum.

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One 959 rally car, the ex-Ickx #185 from 1985 Paris-Dakar, was featured prominently on a pedestal and on the official event program and poster. It was previously on display as part of a Porsche exhibit at the Petersen Museum in Los Angeles.

It showed original

patina, complete with dents, scratches and windshield cracks. The other 959 rally car, the ex-Metge #186 from 1985 Paris Dakar, was more informally parked in the paddock, generating interest for its upcoming appearance at the RM Sotheby’s Porsche auction in Atlanta. It sold for an eye-popping price of just under $6 million dollars at the auction, but sat unattended at Rennsport Reunion amidst a dozen road-going 959 examples with no ropes to keep spectators at a distance.

Having Jacky Ickx in the same orbit as the rally cars was a great example of the “reunion” aspect of the event. He not only drove the 953 and 959 in the Paris-Dakar rallies in period, but he was instrumental in organizing the program and convincing Rothmans and Porsche to give it the green light.

While the Paris-Dakar races started in Paris amidst crowds and media, other race cars made their names at a little circuit about 130 miles to the west and south of Paris at an endurance event of a different kind. While Le Mans might be physically located in France, Page | 34

the 24 Hours of Le Mans has been owned by the Germans. The sheer number of Porsche race cars that competed at Le Mans that were present at Rennsport Reunion was impressive, many having earned class or overall wins as well.

Porsche staked its claim to endurance sportscar racing starting in 1951 when a 356SL won its class. This privately-owned car was at this Rennsport Reunion on display and turning exhibition laps. Rod Emory and his team completed restoration of the gem after showing the car in near-finished form at the last Rennsport Reunion in 2015.

In 1971, a single Porsche 917 was thoroughly re-engineered with a tubular chassis made from magnesium among many other weight saving measures. The drivers didn’t even know many of the car’s features. The white Martini sponsored car set distance records that stood for decades en route to winning overall and recording a back-to-back victory for Porsche. This piece of history from the Porsche Museum was at Rennsport Reunion and one of the drivers, Gijs van Lennep, was on hand to recount his Porsche racing stories.

Visitors to the Porsche Experience Centers in Carson and Atlanta also got to see the Le Mans winning 917 on display before and after Rennsport Reunion during its stay in America.

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In 1998, the 911GT1-98 claimed the overall Le Mans crown to celebrate the marque’s 50th birthday.

The car still looks exotic and timeless with its

aerodynamic curves draped across a long wheelbase. The Porsche Museum has maintained the winning car in running condition and the car must have run many more miles in retirement than in its racing career. It attracted plenty of attention in the Rennsport Reunion display area and was a crowd favorite as it turned exhibition laps.

A decade later, a privateer effort took class honors in LMP2 with the Porsche RS Spyder. The purple and white chassis entered by Dutchman Peter van Merksteijn

featured

fellow

countrymen

Jeroen

Bleekemolen

and

Jos

Verstappen as his co-drivers. Bleekemolen was on hand and drove the car

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for the first time in many years. In fact, eight of the original fifteen RS Spyder chassis that were produced originally were at Rennsport Reunion.

Bleekemolen had quite the weekend, as his helmet was spotted behind the wheel of several cars throughout the weekend, including the 1994 Dauer Porsche overall Le Mans winner.

While Le Mans is often associated with the 917, racing in other venues such as Daytona and the US Can-Am series made the 917 iconic. The 917 lineage uniquely has a wide and varied range of configurations that emerged from a frenetic pace of development in the early 1970s.

Thanks largely to the

participation of private owners like Bruce Canepa, Rennsport Reunion hosted several of those 917 configurations. An unofficial count logged eleven 917 models on site including short tails in familiar Gulf and Martini liveries and The Southwest Star Magazine – your cars & your events

Can-Am racers such as a 917PA and several 917/10 and 917/30 models. Several of the cars raced at speed and others stretched their legs during demonstration laps. The turnout was extraordinary. Most events would be delighted to have a single example.

Elsewhere in the paddock, two other racing platforms of common heritage but very different purpose entertained spectators.

On one end of the technological spectrum,

Rennsport Reunion hosted the final outing of the Porsche LMP1 919 Evo. After Porsche’s premature withdrawal from top-tier prototype racing, the Board approved a project to modestly extend the life of the 919. Engineers took one chassis and massaged it for speed rather than regulatory compliance. Freed from compliance with a rulebook, the Evolution made a number of improvements.

Some were very visible such as aerodynamic improvements around the nose and rear wing of

the car. Others were less visible such as fuel flow settings, suspension strengthening, changes to the brake-by-wire system and redesigned air flow channels underneath the car to work with an improved diffuser at the rear. Non-essential parts like the air conditioning system, headlights, and even the windscreen wiper were discarded to save weight. The car had made global headlines with runs at Spa Francorchamps, the Page | 38

Nürburgring Nordschleife, Goodwood, and Brands Hatch. Rennsport Reunion was its final run on a racetrack before heading to the Porsche Museum for retirement.

In an age of ropes and barriers and “don’t get too close” and “you can’t see,” the 919 Evo was on display and opened up for any and all to get a close look and the crew was happy to answer questions. Many, many photos were taken by inquisitive fans. The social media counters at Porsche must have been delighted with the results.

While the car set no

official lap records at Laguna Seca, it lapped at speeds close enough to the track record to set the pit lane chattering about its true capability. Factory pilot Earl Bamber touched 186 mph on the front straight with yet more performance remaining in the car.

The other end of the racing spectrum featured no new technology, no exotic materials, and no rare race history or low production numbers. In fact, the racing didn’t even involve cars. Just over a dozen Porsche diesel tractors lined up on the Laguna Seca front straight for a race around the first few corners. Thousands of Porsche tractors were produced in the late 1950s and early 1960s and have always been a bit of a novelty in the Porsche world, but the sight of drivers running across the track in a Le Mans style start and “thundering” down the front straight was a crowd favorite. Not all tractors were created

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equal, so some lagged more than others. Despite fifty horsepower or so at the absolute maximum for the bigger tractors and top speeds barely more than a brisk jog, the drivers and spectators buzzed about the event in the paddock and on social media more than any other single event during the Rennsport Reunion.

The Rennsport Reunion is also a place to unveil completed restoration projects.

Late on Saturday afternoon, an unadvertised highlight took shape as a 1990 Porsche Indycar that last ran 28 years ago at Laguna Seca was released on track with factory Porsche driver Patrick Long wedged in the cockpit. The car had just completed a two-year restoration program by Alegra Motorsports and several of the people involved with the original program were on site to lend a hand. Three shakedown laps allowed Long to do a systems check and give the Porsche Turbo V8 Indycar engine room to echo its glorious mechanical music around the track. It also marked the first laps Long had ever driven in an Indycar which was a career milestone for him.

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The staff at Porsche Motorsports North America proudly showed off the results of their new restoration project as well. The first Porsche 962, chassis 001, was on display after an extensive mechanical and cosmetic restoration. The bare white car only raced once in competition when Mario and Michael Andretti drove for the Porsche factory at the 1984 Daytona 24 Hours. They started from pole and showed speed, but mechanical issues resulted in a DNF. The restoration involved a group effort, including Rod Emory who sourced the original bodywork tail, Gunnar Racing who did the bodywork and the PMNA staff who handled the powerplant and drivetrain. The result was beautiful. The car and assorted 962 parts on display nearby gave a clear signal that PMNA is capable of handling vintage work as well as contemporary race cars.

While Porsche has strongly supported the Rennsport Reunion events, the backbone of the event are private owners of expensive machines who engage the professionals

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necessary to get their cars to Laguna Seca and release them to run on track, often in the hands of professional drivers. The financial commitment is immense. It also would not be possible without the thousands of spectators, many of who drive their own Porsches of every vintage. Vendors provide their own color with everything from shirts and magazines to carbon fiber parts and restoration parts and trim.

What started as a marketing exercise with Bob Carlson in 2001 has evolved into a mutual love letter between and among Porsche and its enthusiastic followers that gets rekindled every few years. While Porsche hasn’t announced its future plans, it wouldn’t hurt to keep your calendar open for September 2021.

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RM Sotheby’s Celebrate with a Ste

he mental wheels started turning when RM Sotheby’s announced on March 9, 2018 that a single marque Porsche auction would be held at the Porsche Cars North America facility in Atlanta on the weekend of October 27th.

The auction was

fashioned around a celebration of Porsche’s 70th anniversary. Although no lots were yet known, the promise of an interesting event was tantalizing.

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es 70 years of Porsche ellar Sale

Story and photos by Kevin Ehrlich and Mary Fischer

For Porsche enthusiasts, a year with a Rennsport Reunion VI in September followed by an opportunity to acquire a special car in October certainly made for some buzz within the community. RM Sotheby’s steadily posted updates on their website with lots added for sale. Make no mistake – this was going to be a big event for the Porsche Experience Center in Atlanta to celebrate Porsche’s 70th anniversary, but it was foremost an auction to sell cars.

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May brought news of an interesting vintage 356 that would be up for sale. A 1956 Porsche speedster in the same ownership for the last 51 years and only a touch over 35,000 total miles on the clock would be finding a new home. No abandoned barn find, the car had a loving home and a specially built garage within a garage in Lancaster, Pennsylvania. The time capsule was mostly original and was maintained over the decades. The owner adored the car but his height made for a somewhat uncomfortable driving position resulting in only 3,000 miles driven in the last half-century. Quite a story and a great indication of the caliber of lots to expect at the auction.

Lot 203 – a 1956 Porsche 356 A 1600 ‘Super’ Speedster lived a very pampered life in Pennsylvania, only logging 3,000 miles in the last 51 years. – Once sold, was driven to the Porsche Experience Center garage and awaited its new owner as an honorary and temporary member of the PEC Fleet.

June followed with news of a pair of very unique Porsche 959 lots. Not content with a regular 959 road car, RM Sotheby’s would offer an early preproduction prototype. The mule was one of the few to survive, escape the factory’s ownership, and remain in running condition. If that wasn’t enough, prior ownership included Vasek Polak who originally acquired the car from the factory in 1988.

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A second 959 on offer was even more interesting. Porsche built only seven race cars to contest the 1985 and 1986 Paris Dakar races. A trio of cars failed to finish in 1985.

Two crashed and one broke an oil line causing the engine to fail. The 1986 campaign ended much more successfully with a one-two-six overall finish. Only six of the original seven remain and only two are in private hands. RM Sotheby’s was offering the 1985 car driven by René Metge that suffered the broken oil line and engine failure. It would be the first time any Dakar 959 was available via public sale.

Lot 196, the 1985 Porsche 959 Paris-Dakar rally car, earned the top selling price of the auction. Estimated at between $3m and $3.4m, the final price of $5.945m certainly got the crowd buzzing. The 1985 car was presented in 1986 configuration but that didn’t seem to dampen the bidding action.

While other compelling lots continued to populate RM Sotheby’s auction website, August brought yet more news. This time, the mighty Group C era would be represented by the ex-John Fitzpatrick Porsche 956, chassis 110. This particular car won at Brands Hatch and Road America, ran at Le Mans and was the only 956 to compete and win in America.

Preserved in very original specification, the car was one of the more notable privateer (as opposed to factory) Porsche 956 chassis of the period.

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Ultimately, the auction catalog listed 63 automobile lots. In addition, 61 lots of memorabilia, art, and “nostalgia” would be joining the sale as well. RM Sotheby’s also turned away other lots that were less compelling, duplicative or bore unreasonable expectations from their owners.

Arriving at the Porsche Experience Center in Atlanta early on Saturday morning October 28, guests braced against the brisk breeze and looked above to darkened skies.

RM

Sotheby’s brought portable propane heaters to help take the edge off the chill for the bidders and mother nature never dropped rain on the outdoor auction proceedings.

On auction day, bidders and guests strolled around five columns of cars staged to roll across the auction block. The impressive collection easily served as an unofficial Porsche museum analog. Rare road cars such as multiple RS and RSR variants, pristine 356 coupes and cabriolets, multiple 911 turbo flavors, GT2 and GT3 models, and even a 924, 944 and 928 vied for bidder eyeballs.

The memorabilia lots crossed the auction block first. The last lot before the automobiles crossed the line was a four-cam engine from an Abarth Carrara GTL. Making 140hp, the Page | 48

engine was among the most powerful 356 engines available from the factory in 1960 or 1961. Despite a pre-auction estimate of $200,000 to $250,000, the hammer came down at a sale price of $300,000 (all prices include buyer’s auction premium).

A 1956 356 training chassis that looked more like a moon buggy than a Porsche started things for the automobile lots. It was originally used to train mechanics at Hoffman Motors in New York to tear down and rebuilt critical components and learn the car’s details. The winning bidder paid $112,000 to give the bare chassis a new home. Several hours later, the auction closed with the sale of a 1959 Porsche Diesel tractor which sold for $51,520.

Bracketing the festivities with two very unique pieces of Porsche history was the perfect touch to highlight the novelty of the auction.

Others will opine on what the auction says about the current state of the Porsche market.

From the perspective of the camera lens, the setting of the Porsche Experience Center in Atlanta and the assortment of gems up for sale made for a wonderful celebration of 70 years of Porsche motorcars. Kudos to the Porsche team and RM Sotheby’s for hosting and curating a memorable event. Enjoy the photos!

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Left: Garage lighting highlighted lot 201, 1970 Porsche 911 S Coupe, after it crossed the auction block. It took $193,200 for the new owner to acquire this low-mileage and largely original example which put it solidly in line with the pre-sale estimate.

Right: Always nice when the original owner is on hand for the sale. John Fitzpatrick, the guy with his name on the windscreen of Porsche 956-110, followed the car to the block and said a few words about his prior racing steed. While he commended it highly to prospective buyers, a high bid of $3.5m fell short of reserve and the pre-sale estimates of $5.25m-$6.75m.

Left: The full field of 63 automobiles ready to seek new homes. The columns of cars moved across the auction block from right to left in this photo.

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From the Inside Out

e’re in year three of the current generation E, and it occupies the sweet spot between the C and the S. Although we love looking at the exterior, owners spend most of their time inside the car. That being the case, we're going to take an extended look from the cabin of the E-Class Coupe.

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story by Marcus Blair Fitzhugh

Using a workplace comparison, many car interiors are like cubicles. Cubicles are utilitarian in nature and many provide the minimum amenities required to get the job done. The E Coupe is an executive suite. It too is designed to get the job done, but in this case, it’s an office that’s covered in premium materials.

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The seating choices are leather, leather, or leather. The standard seats are leather, the optional seats are Nappa leather, and the next step up is disigno Nappa leather. The standard trim is equally lavish. It’s wood.

Not a plastic replica that looks almost as good, but genuine wood. Real carbon fiber and aluminum are also available. Irrespective of the trim selected, there’s no mistaking this for pseudo high end with faux frills.

Once seated, the driver is looking at one of two displays.

The standard gauge cluster is anything but entry-level.

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It has a large color display between two analog dials with a second screen to the right. The dials, instrument cluster and center display are all in a single frame with a high-gloss piano-lacquer look. The optional dash has a limited production for 2019, and comes straight from the S-Class. It has two digital displays that can be merged, giving it a single widescreen appearance. The dual display is easy to use, and supplies a functional source of information in a rich digital format. The leftmost screen has virtual instruments that can be displayed in various styles. The screen to the right extends out above the center console and is part of the infotainment system. With either cluster design, the screens are set in plush leather that covers the entire upper dash. The leather continues past the dash, wrapping

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through the upper sections of the doors, and passes through to the sides of the rear seating area.

Directly below the dashboard’s upper leather section is wood, carbon, or aluminum trim.

The trim spans the dash and also wraps into the doors. The wood trim is available with open pores and in six different styles that can be paired with the nine leather options. The trim in the center of the dash is used to house four circular air vents with turbine blades that are finished in a silver trim. Another pair of vents are at the corners of the dash.

A strip of ambient lighting sits below the trim, and it too wraps into the doors. The interior lights are LEDs and can be set to any of 64 different colors, depending on your mood.

The optional Warmth & Comfort package helps ensure that mood is good all year round.

That package adds heat to the power adjustable leather seats. That same soothing heat Page | 56

passes into the arms and elbows through the electrically heated front door armrests, upper door panels, and the front center armrest.

The steering wheel is wrapped in Nappa

leather, and it too has heating elements to take the chill out of your hands on a cold morning. After a few minutes, the heating levels are automatically reduced to maintain a comprehensive lasting comfort.

In the console between the seats is the rotary/touchpad COMAND controller. Although this controls the infotainment system, the system also responds to voice commands. For 2019, voice control has been extended to include other functions. The air conditioning, seat heating/ventilation, interior lights and the optional head-up display can all be controlled by voice commands.

This allows the hands to focus on the optional AMG

Performance steering wheel – which comes standard on the 53. The AMG Performance steering wheel is a definite step up. It comes in Nappa leather with personalized options such as wood inserts in piano lacquer or DINAMICA microfiber in the grip area.

In the E coupe, COMAND is standard. In addition to the Nav system, COMAND wirelessly pairs with both Android and Apple smartphones, using Apple's CarPlay as well as Google's Android Auto. The coupe also has wireless charging, eliminating the need to find a plug and connect a cable. If a compatible smartphone is connected, the CarPlay or Android Auto interface can be used instead of COMAND – whichever the customer finds to be more convenient.

The Concierge Service is another available feature.

This range of services includes

personalized assistance options such as making restaurant reservations, tips about tourist routes, and event information and bookings. The Concierge Service can be accessed with the iCall button, or with the Mercedes me app. Once started, the personal assistant takes care of everything else.

Once seated in an E Coupe, it’s evident, this is it. Not that there’s anything inherently wrong with open plan office space, half partitions, cubicles, or whatever else manufactures are trying to sell as luxury. It’s just that given the choice, most of us would prefer the corner office. Preferably with leather seating and the E coupe’s Concierge Service.

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E63S Sedan at the AMG Winter Driving Academy.

This is a closed course event. We recommend the observance of all traffic laws at all times.

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With fully variable all-wheel drive 4MATIC, winter isn’t nearly as menacing.

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hristmas shoppers in Los Angeles on December 8 had a special selection at the Petersen Automotive Museum as RM Sotheby’s hosted its last auction of 2018. The RM Sotheby’s staff assembled 68 vehicles and 56 items of memorabilia and nostalgia for the auction.

The automobiles on offer spanned many marques and vintages. This was not a single marque auction but rather an assortment of interesting cars to entice bidders.

Nine

Porsches and four Mercedes-Benz automobiles represented Stuttgart amidst a gathering of Ferraris, Lamborghinis, Acura NSX models, a McLaren P1, a 1963 Corvette, a rare 1967 Toyota 2000GT, Aston Martins, Jaguars, a Batmobile replica (think Adam West era, not Michael Keaton, Val Kilmer or George Clooney) and other assorted goodies.

Nostalgia items featured many artwork pieces from Von Dutch and Ed “Big Daddy” Roth, the American hot rod and motorcycle artists who worked in Southern California in the 1950s and 1960s. Other interesting sculpture and memorabilia items filled out the lineup.

The Petersen Museum cleared out part of the first-floor parking garage for most of the auction lots, but several of the higher profile cars were granted more prominent positioning in the Museum lobby. Further inside, the actual auction was situated amidst the stunning collection of Porsches that comprised the Porsche Effect exhibit.

What

auctions get the benefit of surroundings like a Gulf Porsche 917K, 956, 911GT1, RS Spyder, 919 Hybrid, and others to simply provide additional ambiance?

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Story and photos by Kevin Ehrlich and Mary Fischer The Southwest Star Magazine – your cars & your events

While the display cars and auction lots were alluring, the star of the show was undoubtedly the red ex-Ferrari works 1956 290MM race car.

In period, the car ran at all of the big

races like the Mille Miglia, Sebring, Nürburgring, the Targa Florio and more. It was also driven by many of the most well-known drivers of the day including Peter Collins, Phil Hill, Stirling Moss, Juan Manual Fangio and Dan Gurney. Its ownership history is just as stellar with well-known names such as Luigi Chinetti and John Shirley as custodians and it was fully restored and documented by the factory. One of only four built and three surviving, pre-auction estimates ranged from $22 million to $26 million. A sale is rare – a public auction even more rare.

At the end of the evening, the Ferrari met expectations by selling at just a hair over $22 million (all sales prices include buyer’s premium).

Three bidders on the telephone

competed for the car. RM Sotheby’s proudly proclaimed that the sale price put the rare car in the top 10 cars ever sold at auction. No other lot at the auction approached the lofty sale price. The closest was a 1971 Lamborghini Miura P400 which sold at about a tenth of the price (still a robust $2.2 million).

Of the nine Porsches, seven found new homes, all either within the pre-auction estimates or slightly above. Black Porsches seemed to be the theme for the sale. A black 2005 Carrera GT and a black 2015 918 Spyder both sold, providing an interesting opportunity to compare two Porsche supercars made a decade apart. $775,000 and the 918 sold for $1.54 million.

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The Carrera GT sold for

A 1994 Porsche Speedster originally built to order and owned by Rush drummer Neil Peart was striking with black paint, black wheels, black interior and red interior accents. Less than 1000 1994 Speedsters were made and the car only had two owners from new. The car sold at $151,200 meeting expectations.

Two compelling cars failed to meet reserve. In addition to a black 2011 GT2RS (a no sale at $370,000), a black 1987 959 Komfort did not sell. The 959 was well known to the Southern California Porsche scene, as the owner since 2007 took it to many shows, meets and spirited runs through the nearby canyons with other Porsche owners. Despite being in highly original form, a high bid of $870,000 fell a bit short of the reserve and preauction sale estimates.

A very original orange 1975 914 with single ownership and less than 1200 miles from new was quite a specimen.

The car was rather a preserved time capsule rather than an

abandoned and forgotten barn find. The car had been treated with care and stored the owner’s garage in Albuquerque. The car was extremely original, down to the paperwork The Southwest Star Magazine – your cars & your events

and window sticker and the auction was the first time the car left its garage or the State of New Mexico in four decades.

When the bidding concluded, the car hammered for sale at $78,400 – just over ten times the original purchase price in 1975.

Another interesting Porsche was a Kremer-modified 1976 Porsche 911 Turbo. Finished in special order Ice Green metallic paint with special order green leather interior, the turbo was apparently owned by a well known hair stylist in Heidelberg, Germany who had it modified with a 935K package from Kremer Racing.

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The result was

stunning, even earning the car an appearance at the Munich Auto Show.

The powerful

Kremer Turbo had logged less than 41,000 miles in its life as it bounced through several owners. In line with estimates, the unusual Kremer Porsche sold for $173,600.

On the Mercedes side of the ledger, three of the four quite interesting lots sold. A highly original 1969 Mercedes 600 long-wheelbase Pullman limousine sold for $335,000, well in excess of its pre-auction estimate. Worth of any head of state, the dark blue lengthy limo even had three-pointed star flag holders on each of the front bumper corners.

The

complex suspension and hydraulics throughout the car and other highly engineered features likely will cost its new owner a few Deutschmarks to maintain.

A spiffy little red 1969 280SL Pagoda two-seater was much shorter than the Pullman limousine and sold in line with estimates for $64,400. An absolutely stunning 1961 190SL featured lovely body curves and Tunis Beige paintwork over black interior.

Despite a

complete restoration, an original engine, hard and soft tops and matching fitted luggage, the little beauty went home with its original owner after a high bid of $190,000 was not enough to make a sale.

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The sixth highest seller at the auction was a light green metallic 1955 Mercedes 300SL Gullwing with red interior with its original engine and including matching fitted luggage.

The color combination was unusual and the car was only one of 19 with the exterior light green metallic and even fewer came with red interior.

The car only had four owners and

was sympathetically maintained and refreshed but has never needed a full restoration.

The experts at RM Sotheby’s estimated a price of $1.2m to $1.4m and the final hammer price was $1.27m – right on target.

In the end, about 80% of the vehicles ended up selling for a total of just over $39 million.

That’s a lot of Christmas shopping!

The next RM Sotheby’s auction is scheduled for

January 17-18, 2019 in Arizona at the Biltmore Resort near Phoenix.

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here’s something special about every owner’s car that passes through these pages.

Sometimes the car is bought on a whim, passed along from a family member, and many times the car is rare. Whatever the tale, it’s always interesting to hear how the car got here.

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by Marcus Blair Fitzhugh

This story started three cars ago. When I first met Josh, he had a modified W211 E-Class.

Sometime later I saw him at an event, and he said the E was gone. He said something else was in the works, but we hear that a lot. People regularly have something that’s

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almost ready for prime time. Most of the time, it’s just noise. That wasn’t the case with Josh.

When I saw his next E, my first thoughts were “We’ve got to get this car in the magazine.”

We shot his black W212 E and were ready for print when we learned something about Josh. He doesn’t stand still. If you blink, you’ll miss it. That’s because Josh moves fast.

In the few weeks between shooting the car and writing the article, Josh’s wicked black E had been redone in gloss gray, it was on another set of wheels, the exhaust was redone, as was the hi-fi, and the turbos, . . everything had been changed. It looked like a different car. We quickly reshot the car and rewrote the article (see the January 2018 issue).

That was a year ago, and Josh has made some additional changes. First, the second E is also gone. I have no idea where it is today, but I can see why the new car replaced the old. Don’t get us wrong. Josh’s W212 E was stunning, but he’s moved several rungs up the ladder. Josh’s new car is a CLS.

First Generation CLS

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In 2006, the CLS was introduced to the U.S. market. The original CLS was a four-door four-seater. appearance.

Its low-slung roof design and high beltline gave the sedan a coupe-like The CLS came in two flavors.

The CLS500 was powered by the 302

horsepower 5.0-liter V-8 while the CLS55 AMG had a 469-horsepower supercharged 5.4liter V-8. Both were paired with a seven-speed automatic transmission, and both came standard with equipment that was optional on the E. In 2007, new engines were rolled out. The new standard CLS came with a 382 horsepower 5.5-liter V-8 and the AMG version

had a 507-hp 6.2-liter V-8. This resulted in name changes to CLS550 and CLS63 AMG respectively. The 2009 models received a facelift that included new bumpers, grille, side mirrors, LED taillights, a new steering wheel, and an upgraded COMAND. In 2012, the second generation CLS was introduced.

This was a complete redesign,

although it retained its four-door four-seater layout. Since then, the third generation CLS has been released. It has three across rear seating, but that’s another model for another day. Josh’s CLS is a second generation car.

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The redesigned second generation has distinctive body lines and is about 1.2 inches longer and wider than the first gen.

The CLS fits right

between the S-Class-based CL and the E-Class two-door, making a family of exclusive Mercedes coupes.

Josh opted to start with a standard car, although with the V8 powered CLS, there really is no standard or base car. Standard is what Toyota sells. That’s not a knock on Toyota, it’s just the CLS550 comes with just about everything. There is an option list, but it’s short; AMG, Designo custom leather, DISTRONIC PLUS with PRE-SAFE Brake, Active Blind Spot Assist, and/or Active Lane Keeping Assist. Other than that, just pick a color.

The standard car came with a leather and wood or carbon interior, bi-xenons, 18-inch alloys, dual zone automatic climate control, power sunroof, satellite NAV, backup camera, a 10GB hard-drive, stability

control,

active

airbags,

PRE-SAFE,

ABS

head with

restraints, Brake

10

Assist,

AIRMATIC air suspension, a revised seven-speed, ATTENTION

ASSIST,

traction

control,

ESP

(electronic stability control) and three pages of other stuff.

These W218 based CLS’ have marvelously crafted interiors with “cost is no object” materials, all the latest safety devices, and every electronic feature available. On top of that, they offer a first-rate ride, handle great, and have distinctive styling.

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The W218 CLS also came with an all-new 4.6-liter direct-injectioned bi-turbo’d V8. These cars have 26 percent better fuel economy and they’re more powerful than the previous model. They make 402 horsepower and 443 lb-ft. of torque in stock form. Like Josh’s previous cars, the CLS didn’t remain stock for long.

Josh has been down this road before. His W212 E had the same engine; the M278. Josh’s last M278 had upgraded turbos, and things have only gotten better. Before going forward, let’s briefly explain boost.

An unsophisticated as it sounds, engines can be viewed as air pumps. A two-liter engine that flows as much air as a four-liter engine produces about the same amount of power as the four-liter. The key word there is “about”, because there are some hurdles. Josh being Josh, he knows how to get around certain problems.

One main problem is, when turbos compress air, the compression causes heat. Hot air causes the engine efficiency to decrease. So in practice, a two-liter at 1-bar of boost will not produce as much power as a four-liter. That’s because even though it’s flowing as much air, the air quality sucks.

The picture on the right is a single turbocharger. The hot exhaust air is depicted in red, while the cool intake air is shown in blue. The exhaust enters through the turbine inlet, blows through the turbine housing, and pushes a fan-like device known as a turbine wheel before exiting. The turbine wheel is attached to a shaft which passes out of the turbine housing, through the center housing (which isn’t shown), and into a compressor housing where it attaches to another fan-like device called a compressor wheel. Air is drawn into the compressor housing where it is compressed by the wheel before leaving the turbocharger. Bi-turbo engines have two turbo chargers, so they have two of everything you see in the picture.

The turbos in Josh’ CLS were upgraded by Ali of A1 Automotive in Cypress. Upgraded turbos flow more air. The good news is, more air means more power. The bad news is,

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upgraded turbos compress more air, which means the air gets even hotter. If the air gets hot enough, the engine will fail in spectacular fashion.

As we said earlier, Josh’s last M278 had upgraded turbos. The good news is, the last engine didn’t come apart. His current upgraded turbos have even higher flow numbers and they shouldn’t have a problem either. That’s because Josh had a Snow Performance methanol injection kit installed.

A methanol injection system is comprised of a reservoir to hold the methanol, a pump, nozzle, and a digital controller to regulate delivery. The injected liquid is a fine mist of water and methanol.

Methanol injection has been around since WWII. It’s a proven system that lowers the intake air temperatures by up to 100 degrees Fahrenheit. This significantly reduces the risk of detonation, typically eliminating Upper photo: with the cover in place, the red UPD spacers are the only clues this isn’t stock.

Lower photo: removing the cover exposes the red hoses from the meth kit.

mega-dollar engine failures.

Settling the detonation issues prepped the engine for tuning adjustments. handled by HD_Tuning in Irvine, California.

That was

Josh also has a UPD spacer kit.

The kit

increases air flow by modifying the air box inlet design of the OEM air box. The increased

Page | 74

flow on the intake side are complemented by custom exhaust work. Steve at Cypress Muffler in Cypress, California built a 3" turbo back custom exhaust. The 3” downpipes flow into a full 3" exhaust, which runs into SLS black series mufflers.

Specifics for the engine upgrades weren’t given, and we didn’t ask. In the horsepower game, everyone guards their secrets like it’s the cold war. We can say this, M278 tuners have been making 600+ horses with 680+ pound-feet of torque with the stock turbos, and they’ve been doing it for years. Josh’s upgraded turbos have no doubt pushed that number higher.

Josh’s CLS rolls on 3-piece FUJI wheels. 20x9 in the front and 20x10.5 out back. They have polished stepped lips in trophy gold and candy apple red center caps. The wheels were custom built by Heritage Wheel in Montclair California. The wheels are wrapped in Toyo Proxies T1 235/35/20 front and 305/25/20 rear – courtesy of Salina's Tires in Whittier. If you’re in the area, Hugo is the guy to ask for.

Like his previous E, Josh got the CLS from out of state. And like the W212 E, it wouldn’t be Josh’s car with the stock sound system. His CLS has two 12" ALPINE TYPE R subwoofers that are powered by a Hifonics Brutus 3600-watt amplifier. The Focal highs are powered by a TMA 1200-watt amp.

Tying the new equipment to the OEM head unit is an

AudioControl LC7. The LC7 is a line-output converter with an auxiliary input. The LC7 takes up to six channels of speaker-level signal from the OE amp and converts it to a high quality, low-noise pre-amp signal. That signal is then sent to the aftermarket amps. For those that need a little something extra, Josh added an Epicenter bass processor.

Josh’s CLS is also somewhat extra special; this is the last generation to come with a V8.

The new CLS has a powerful EQ boosted six.

The new AMG CLS53 adds an electric

compressor to the picture but they’re not as potent as these tuned V8s. The M278 based V8 is over 50% larger than the current I6 and the tuners have had time to safely double the power level. We have little doubt someone will eventually offer a C257 CLS with over 600 horses, but like we said earlier, Josh isn’t the type to stand still. By then we may be running a third article on his latest upgrade.

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sing the purist design of the original 911 T, Porsche has introduced the 718 T. This is a new model for the Boxster and Cayman range. The new T emphasizes performance, even more so than the standard 718. The T is equipped with 20inch alloys, it’s lowered, has a short throw shifter with the gears shown in red, comes with the Sport Chrono package, and is equipped with the 296-horsepower base turbo four. The Boxster and the Cayman T come with the six-speed gearbox and Porsche Torque Vectoring (PTV), which includes the mechanical rear axle differential locking. The dual-clutch transmission (PDK) is optionally available.

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Story by Kenny Pi| photos courtesy Porsche

For Porsche, the “T” typically stands for “Touring”. With this in mind, the 718 T is designed to feel at home on winding country roads, offering the joy of dynamic driving as its ultimate goal. The two-seater accommodates this philosophy using a pared down range of features. These include black door pulls, sports seats with electric two-way adjustment, black Sport-Tex center sections and the “718” logo embroidered on the headrests.

The Porsche Communication Management (PCM) module has been replaced by a large storage compartment, although buyers who want the entertainment system can order it The Southwest Star Magazine – your cars & your events

as a no-charge extra.

PCM was a standard delete to balance the additional weight

caused by the gasoline particulate filter (GPF).

In the interior, there are several sporty touches: It has a leather covered, padded 360-millimeter sports steering wheel as well as “Boxster T” or “Cayman T” logos on the black instrument dials. The decorative trim of the instrument panel and central console are done in a glossy black finish. “Boxster T” or “Cayman T” logos also appear on the door strips.

The exterior of the 718 T also has unique features. The 20-inch alloys are painted in high-gloss titanium grey which goes well with the lowered PASM sports chassis.

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The T sits 20-millimeters (3/4-inch) lower. The gray mirror shells have “718 Boxster T” or “718 Cayman T” logos on the sides. The T has centrally a positioned sports exhaust with black, chrome-plated twin tailpipes.

Here’s more good news - when adjusted for equipment, 718 T buyers will enjoy a 5 to 10% discount compared to a similarly equipped basic model.

The 296-horsepower turbocharged flat four redlines at 7500 RPM and produces 280 pound-feet of torque at a low 2150 RPM. Weighing in at 2976 pounds, or 3042 when PDK equipped, it has a power to weight ratio of 10:1. The 718 T sprints from zero to 60 MPH in 4.9 seconds (4.7 with the PDK) and has a top speed of 171 mph.

The standard Sport Chrono package offers Normal, Sport, Sport Plus and Individual driving modes, which can be selected using the steering wheel’s Mode switch. Sport

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and Sport Plus activate sportier engine management characteristics. Sport Plus engages a more aggressive configuration for the Porsche Active Suspension Management (PASM), the Porsche Active Drivetrain Mounts (PADM), adaptive body positioning, and when PDK equipped, sportier transmission logic. With PDK, the Launch Control function with the Sport Response button are in the center of the Mode switch.

One special feature of the T is its dynamic gearbox mount.

This is part of the PADM

system, which minimizes vibrations in the engine/gearbox area and reduces movements that could affect driving dynamics. This combines the advantages of both hard and soft gearbox mounts; offering more precision in high performance situations, while allowing comfort to remain unaffected under more routine conditions.

The Porsche 718 Cayman T and Boxster T are available in Germany and we expect to see them stateside as 2019 models.

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Getting the Shot – Porsche Rennsport Reunion VI, Laguna Seca Raceway, California Story and photos by Kevin Ehrlich

static photo of a racecar can be compelling, but adding the sensation of speed can transform the photo and give it energy and movement.

Rennsport Reunion VI was a photographer’s paradise. Hundreds of racing Porsches in the garages and paddock area and hundreds more in spectator lots offered many great opportunities.

Rare and historic

Porsches from private collections and the factory museum provided a rare chance to make a photo memory.

With so many cars and so many cameras, the challenge becomes how to get a unique shot. What will make your photo different than those taken by others?

In

this case, the objective was a Porsche 962 at speed.

One option is to shoot to freeze the scene with a fast shutter speed. The upside of that approach is that the car and the background details are clear.

The downside is that the car looks like it is stationary – parked on the track rather than racing on it with no sense of action.

Another option is follow the car with the camera, keeping the car or parts of the car clear but blurring the background as the camera moves. Depending on shutter speed, the effect ranges from a hint of blur to a completely unrecognizable background. This is a common technique known as “panning” and takes practice to match the movement of the camera and the car.

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A third option, and the one employed for this shot, keeps the scenery stationary and lets the car transit through the frame. A quick shutter speed would have frozen the car, but a slower shutter speed allowed the car to blur its way through the corner and show its speed. 1/50 of a second was about right for the vision – quicker would have frozen the car more, but slower would have resulted in a deformed car and colors. The key was to have just enough blur so that the car was still recognizable as a 1990 Porsche 962 and the livery just clear enough to see the familiar Repsol blue and orange with white trim.

Composition is another big factor.

The choice of a slower corner for the shot was helpful but it was also important to augment a blue car with vibrant red and white striping in

the

foreground

and

the

Rennsport Reunion VI banner with hints of blue and red in the background.

No

fancy

camera

settings

or

equipment were used. A tripod or monopod might have helped to steady the camera, but neither were available at that moment.

Yes, there was some trial and error and shots that didn’t work out, but it didn’t take long to dial in the camera settings and the timing the shot with the car’s arrival into the corner.

The internet and social media has been full of Rennsport Reunion VI photos. It has been fascinating to see what others saw and how they captured the event. As a photographer, it is great learning opportunity. So far, however, this is the only photo like it to cross these eyeballs which means it is not only a favorite shot from the weekend, it is unique!

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Page | 86

By Tony Brown & MB Fitzhugh

ower tools.

If you’re a DIYer and you don’t have power tools, you may be

considering them. Hand tools are needed for many final torque specs, but aside from that, power tools make countless jobs much easier. That begs the question; electric or pneumatic? Both have advantages and downsides, and like most choices, you’ll run into people who are dogmatic in their preferences.

Electric tools are more maneuverable. You’re not chained to an outlet or by an air hose.

There’s nothing to get tangled in, trip over, accidentally cut through, or leak. Why would anyone use air then?

Battery technology has never been better, and that’s the problem. Tomorrow’s electric tools will be better than today. Every time new battery technology is announced, the old stuff is obsolete. If you can live with that, you’re set. However, envision owning a 10year-old electric tool. That tool will need a new battery. The “new” battery may be based on 10-year-old technology, and it may be tough to find. Also, more than one battery may be needed for a big job. That’s because batteries run down, and as they do, the tool’s

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performance decreases. Batteries are also expensive. In some cases, the battery can cost more than an air tool.

Air tools are a bit different. They’re much lighter, more powerful, and last longer. Unlike batteries, as long as there’s air, they provide high levels of performance. Then why would anyone use an electric tool? Those who prefer electric tools know air tools have drawbacks too.

Pneumatic tools require an air compressor and a tank. That’s an upfront cost and most people would like to avoid it. However, the cost of the compressor and tank are offset by individual air tools being less expensive and lasting longer.

Looking at prices, a quiet 110-volt compressor, with a 10-gallon tank from a good manufacturer that produces enough air to power tools in a household garage costs about $350. An Ingersoll Rand 3/8” air ratchet currently costs $65 at Home Depot.

Toss in a reel and a hose for another $35, and we’re at $450.

That’s a lot more than the electric alternative at the same big box store. Home Depot’s 12-volt lithium-ion cordless Milwaukee 3/8” ratchet costs $100. The battery and charger cost another $70. Home Depot offers a kit with two batteries and the ratchet for $230.

Those with no cordless power tool experience will soon figure out the $230 kit is what they want. That’s because no one wants to stop their project and wait while their single battery recharges.

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So far, this sounds like a financial no-brainer. Pneumatics cost between two and three times as much as electric. That’s true, but there are still reasons some people may prefer air.

Although I suggested $450 in initial costs, there are less expensive pneumatic alternatives. Harbor Freight sells a loud compressor with a similar sized tank for $135.

Couple that with their $20 ratchet and $15 for 25 feet of loose hose and someone who can live with all that noise is out the door for the same price as the Milwaukee 3/8” cordless ratchet and battery.

Before making up your mind, you should know there are less expensive electrical tools too. Harbor Freight sells a 12-volt lithium ratchet kit with the battery and charger for $120.

Why stop there? A search on ebay may turn up even cheaper no-name tools. The type of tools that are built with recycled mystery metal in unsupervised third world assembly plants. While we’re on this slippery slope, Craigslist may have the used version of those bargain basement tools.

Having said that, I should be clear. A tool that costs half as much as a mechanical pencil may be perfectly good, but I’ll never find out. There is no way I’m holding an air tool that’s been pressurized at over 100 PSI unless I’m sure it’s passed some sort of inspection.

I’m not looking for any firsthand experience with exploding pneumatics. That goes for electric tools too. As soon as I hear about a cheap, no-name tool that produces 75 poundfeet of torque, I think about what would happen if it came apart while under a load and in my hand. I’m not exaggerating about cheap tools. It’s common for cheap air tanks to rust and blow out within a year of purchase. If you’re wondering “How?”, it’s because they’re only painted on the outside. The inside could be rusting while being shipped across the Pacific. Second-rate accessories can be just as dangerous. If cheap batteries that get hot and leak are left unattended while charging, they could burn down your garage. It’s better to stick with quality hand tools than to go with ultra-cheap power tools.

Before I started my cheap tools rant, we were explaining that quality air tools are a lot less expensive than those powered by battery. For example, Home Depot carries an The Southwest Star Magazine – your cars & your events

Ingersoll Rand air tool kit that includes a 3/8” ratchet, ½” impact, and 6 sockets for $160.

Across the aisle, Home Depot sells a 12-volt lithium-ion cordless ½” Milwaukee impact that uses the same battery as the previously mentioned ratchet. But they’re not equal.

Not only does the electric impact cost $160 without the battery, but it’s much less powerful than the air tool. The air tool is rated at 550 foot-pounds of torque, while the electric tool is rated at 250 foot-pounds. Home depot carries a more powerful 18-volt Milwaukee for $220. Being 18-volts, it has a different battery and needs a different charger. For those who don’t mind slightly off brands, Harbor Freight has a 20-volt impact for $120, the battery costs another $40, and the charger is $20.

I think you can see what’s happening here. So far, we’ve talked about 12-volt, 18-volt, and 20-volt battery powered tools. There are at least a dozen other voltage ratings and individual tools are designed to use their specific voltage. Someone can probably buy an adapter and make a battery fit, but do you really want to figure out how to fix the tool before you fix the car? Starting off with the right tool makes more sense.

With electric tools, those with higher voltage requirements are typically more powerful.

Aside from the voltage, there is another consideration.

There are three major

rechargeable battery technologies for cordless power tools: nickel cadmium, nickel metal hydride, and lithium-ion. Any of these technologies can be used, as long as it’s the right voltage.

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Nickel cadmium batteries are the oldest of the three designs. They’re still in use because they are durable, inexpensive, and can have a long lifecycle. When they reach the end of that lifecycle, they’ll no longer hold a charge and have to be replaced. Overall, nickel metal hydride and lithium ion outperform nickel cadmium batteries. Nickel cadmium batteries are also 20% to 35% heavier, which makes the tool less comfortable.

Nickel Metal Hydride batteries are a newer technology. They weigh less and have much higher capacity than nickel cadmium batteries. A Nickel Metal Hydride battery can last two to three times longer between charges than a nickel cadmium battery.

Lithium-ion is the newest technology and it’s the one most people want. Lithium-ion has the highest capacity and are the lightest of the three. Unfortunately, they’re the most expensive and have the shortest overall lifecycle. These batteries last 300 to 500 charges.

An upside to electric tools is they require a lot less planning than pneumatics. To go electric, just choose quality tools with the newest battery technology, highest voltage, and sufficient torque ratings.

Air tools have different challenges. The compressor powers the tools, and different air tools require different amounts of air. Fortunately, automotive tools are typically rated at the same pressure. The compressor and tank are key, so a little planning should be done before making a purchase.

One of the first specs I look at is noise. That’s because I find it tough to work in a garage when my ears are bleeding from all the racket. Fortunately, many manufacturers sell compressors that produce less than 70 dB.

If you’re unfamiliar with how sound is

measured, 80 dB is twice as loud as 70 dB, and 90 dB is four times as loud. If your garage is attached to your house, and the houses on your street are close to each other, your spouse and neighbors will appreciate not needing earplugs whenever you’re working on a project.

The next thing to be considered is the air flow requirement.

Every air tool has a

manufacturer’s recommended CFM. CFM stands for cubic feet per minute. The CFM rating

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is the amount of air the tool requires, and it’s typically pressurized between 90 and 100 PSI. PSI stands for pounds per square inch.

The standard rule is, if the compressor has a CFM rating that’s 1.3 to 1.5 times the tool’s CFM requirement, there won’t be a problem. Many air ratchets require 3 CFM at 90 PSI. For those, a compressor with 4.5 CFM at 90 PSI will work. If you’re working at home, you’ll probably power one tool at a time. However, if you plan to run multiple tools at the same time, be prepared to get a compressor and air tank to meet the total need. If you plan to run an air ratchet that requires 3 CFM and an impact wrench that requires 5 CFM; 3 plus 5 is 8, and 8 times 1.5 is 12, so 12 CFM will meet that need. 12 CFM at 90 PSI is a lot of air, but fortunately, wrenches typically require full power in short bursts. Although this example requires 12 cubic feet per minute, a ratchet or impact will probably run for about 30 seconds. The longer the tool runs, the more air it will require.

Increasing the amount of air is where the tank comes in. For home use, tank sizes run anywhere from less than 1 gallon up to and exceeding 80 gallons. That’s a big spread and some thought should be put into this. First, 80 gallons will take up a lot of space and require a large compressor. Many people size their air tank using one of these formulas: 1 gallon for each CFM or 4 gallons for each compressor HP. There’s a catch though; you don’t want to overdo it. 15 to 20 gallons for a 110-volt 2-horsepower compressor blowing 5 CFM at 90 PSI is usually plenty. Trying to fill an 80-gallon tank with that same compressor may be a problem. That’s because many air compressors are not designed to run continuously. They have a spec called a “duty cycle.” The duty cycle specifies the amount of cool down time required after a specific amount of run time. A good compressor will have a thermal switch to ensure the duty cycle isn’t exceeded. If the compressor in our example has a 50% duty cycle, it can be run for 10 minutes before shutting down for 10 minutes. That compressor would take 25 minutes to fill an 80-gallon air tank. The same compressor would only take 2 minutes to fill a 10-gallon tank.

Page | 92

Any compressor / tank combination that requires more than 5 minutes of run time is too long for me. Also, if the compressor is constantly tripping the thermal switch, it’s seeing a lot more wear than I prefer. If someone buys a compressor that doesn’t have a thermal switch, and the duty cycle is regularly exceeded, the motor will burn out. Any compressor without a thermal switch should have its duty cycle clearly stated in the owner’s manual.

Just like a tank that’s too big, choosing a tank that’s too small can also be a problem.

Many places sell 1-gallon pancake compressors, but think about this – there are 7.48 gallons in a cubic foot. That means a single gallon contains 0.133689 cubic feet of air.

An air ratchet that requires 3 CFM at 90 PSI is consuming 0.05 cubic feet of air per second.

Dividing the space (0.133689 cubic feet) by the air requirement (0.05 cubic feet per second) tells us the ratchet will empty the tank in less than 3 seconds. The pancake compressor would be on for as long as the ratchet is used. Compare that to a compressor with a 15-gallon tank. The capacity is 15 times larger, and ratchets are typically run for much shorter than 40 seconds.

Certain air tools like grinders and sanders require a continuous flow of compressed air. Those tools require a larger tank with a larger compressor.

Another thing to consider is whether to use a steel or aluminum tank. Steel is strong, but can rust and is heavier.

Aluminum doesn’t rust and weighs less, but they dent easier and are louder.

The last air tool consideration involves maintenance. Air compressors can be oil lubricated or oil free. Just like it sounds, oil lubricated compressors require oil to operate.

The oil lubricates the moving parts and they last longer.

They’re also slightly larger and heavier than oil free compressors.

They require additional maintenance because the oil must be monitored and changed to prevent premature failure.

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Oil-free compressors have less maintenance, are smaller, and lighter. Although they don’t last as long as oil lubricated compressors, we’ve seen consumer grade compressors with 3,000 hour lifecycles.

Also, air tools typically require maintenance. They usually require a little oil in the air inlet before use. The owner’s manual will state the number of drops and the type of oil.

As we said in the beginning, both air and electrical tools have advantages and downsides.

Someone could toss an electric tool into a trunk, drive out to the middle of nowhere and work on something. Doing the same job with an air tool requires a gasoline powered compressor. Any compressor that uses gasoline will need an exhaust vent to run in a garage. Then again, a compressor can be used to fill tires and power HVLP sprayers. It all depends on your needs.

Lastly, let me repeat this; to me, cheap tools are a waste of money. Brand name tools cost more because they’re simply better. There are people with 35-year-old air tools that work fine. There are people with 3-month-old air tools that will be thrown in the trash this week. Which would you rather own?

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Sometimes it’s better to say nothing Tony Brown and Bobby Rodriguezz

ocial media. Whether you support it or not, it’ll be here for the foreseeable future. If you use one of the large social media apps, a blog, or anything else, you may want to put some thought into what you post.

Specifically, if you’ve been in an accident, pay attention to what you say and where you say it.

For most of us, getting into an accident doesn’t happen every day. When things that are out of the ordinary happen, some people feel inclined to immediately post the details at their favorite social media site. Some ask questions, some seek support, while others may be posting to say that despite dodging death, they’re OK. Whatever the reason, you may want to consider keeping accident details to yourself. In plain English; keep quiet, hush, zip it, shaddap.

Never talk about an accident or your injuries online.

Ever.

Whatever good anyone thinks can come of it, is wrong.

Why is that a bad idea? If someone is injured, and those injuries can be personal or property damage, an insurance company will typically be the one to cut a check. Every insurance company has these two divisions; the division that collects the money, and the division that pays the money. The division that collects the money spends all their time collecting money. The division that pays the money, spends all their time figuring out how NOT to pay money.

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Insurance companies know that half the population wants to be Instafamous. Knowing this, insurance companies regularly search the web for information on people who file claims for allegedly injuries. Why? Because the more someone speaks, the better the odds they’ll say something that can be used to deny a claim.

If someone is injured in an accident and posts photos of the accident scene, details about how the accident happened, their injuries or lack thereof, that information will available for people to see. The insurance division whose job it is to investigate claims, looks for that type of information.

Picture someone jumping on Facebook after being run over and posting, “I just got into a horrific accident and I have no idea how I’m still alive – but somehow, I’m fine.” Now imagine a claims adjuster, whose job it is to look for this type of thing, reading that post.

Do you think the poster is getting a bigger check, a smaller check, or no check? Truth be told, they shouldn’t get a check. They’re “fine”. Checks are for people who aren’t “fine”.

The further someone is from fine, the bigger the check. That’s fair.

I’m not suggesting anyone lie and say they have nonexistent injuries, but I’m also not suggesting they pretend to be superhuman and despite being hit by a truck going 40 MPH, post that they have NO injuries. Here’s an alternative, how about saying nothing?

If

someone is fine, they’ll be fine next week, next month, next year. There’s plenty of time to tell your friends in person.

What about the flip side, if someone is fine, why shouldn’t they post? Let’s look at the first part of that question - How does someone “know” they’re fine? They may feel fine right now, but suppose two days after making the post they reach down to tie their shoe and then can’t stand up. What happens then? If anyone thinks convincing an insurance company they have accident related injuries is tough, try publicly saying “I’m fine” and then trying to collect.

Also, pay attention to those non-accident related updates posted AFTER the accident. For example, if someone gets into an accident and suffers a serious injury, that same someone probably won’t be skydiving, surfing, or running in a marathon later that same week.

People who are waiting to get paid, may want to stop posting and focus on getting paid.

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A Mercedes for the Next Generation

ercedes-Benz offers vehicles for those seeking a sense of style and a special type of driving experience. For the very young, those on their early memorable outings, there’s the all-new Mercedes-Benz baby carriage Avantgarde from Hartan. This new carriage is where ergonomic functionality, safety, and innovative materials meet a modern, sporty look developed in close cooperation Page | 100

Story by JP Davis | photos courtesy Mercedes-Benz

with the Mercedes-Benz Design department. These aren’t your run of the mill baby buggies.

They feature AMG design-inspired 5-twin-spoke wheels, an adjustable suspension, and tires with air-chambers to smooth out the ride.

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If you’re wondering “Why go with a Mercedes baby carriage?”, parents are going to need a baby carriage, so the real question is, “Why not go with the best?” This all-new stroller is manufactured in Germany by Hartan. With Hartan, Mercedes-Benz is working with an expert in child mobility. Hartan has been producing high-quality baby carriages since the 1950s, and they’ve set standards in innovation, comfort, and reliability. Working with Mercedes-Benz Design allows Hartan to up the ante in the baby transport business. Like the other products from Hartan, the Mercedes-Benz baby carriage Avantgarde meets the highest standards in terms of material selection, production quality, and bears the German Association for Technical Inspection (TÜV) seal of approval.

Thanks to the combination of its aluminum frame and stylish GTX seat, the MercedesBenz baby carriage Avantgarde is extremely lightweight.

It’s a highly maneuverable carrier and uses Solight Ecco airchamber tires. Unlike common plastic tires, this allows the baby carriage to be moved effortlessly on any surface. To those who haven’t spent a full day with a loaded carriage, that may sound somewhat overstated. Those who have spent an entire day with a carriage know exactly what we mean. These first-class tires are mounted on sporty, black and silver colored Page | 102

AMG design wheels. These wheels feature the same design used on the C 43. The parking brake, telescopic handlebar, and a stowage compartment are also practical features.

The carriage seat was designed to keep its passenger comfortable and is incredibly ergonomic. It has multiple-adjustable swivel functions, and a recline position. A heightadjustable footrest with safety reflectors ensures the child will be comfortable in each stage and not outgrow the carriage too quickly. It has a belt system and an upholstered check strap to protect the child from falling out. The seat can be rotated 180° on the frame with a single click. This allows the child to face the direction of travel or to look at their parents, whichever they prefer.

The adjustable top is noiseless, so as not to disturb the child’s sleep when adjustments are made for heat or rainy conditions.

The rear also has a climate zone and a fold-out sun visor.

For

the

first

few months, as an alternative to the seat unit, an infant carrier can be mounted on the frame with a single click.

Here too, the designers have paid special attention to the

greatest possible comfort for both the baby and parents. The infant carrier is very light

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and can be quickly mounted or removed. It is ergonomically upholstered and has a softtop with a sun shield.

To supplement the baby carriage, accessories such as a sunshade umbrella, a MercedesBenz Design changing bag, a footmuff, head restraint, and a wind shield for the GTX seat are offered. An organizer for storing a wallet, keys, cell phone, and a rain hood is also available.

The Mercedes-Benz baby carriage Avantgarde is available in different color schemes. The “DESSIN Sport” design uses a combination of black/anthracite/ grey/silver, with red seams on the handle upholstery and safety bar. It also has red piping on the hood, and sits on an iridium silver carrier. The “Dolce Vita” model comes in beige/sand/brown with its own unique carrier in “Arenisca”. The “DESSIN Deep Sea” design comes in anthracite grey/dove blue with “Seaskin” color carrier.

In addition to being available through dealers, the Mercedes-Benz baby carriage Avantgarde is available in baby specialist shops. Further information is also available on the web on the all new “Mercedes of baby carriages” will also be available from Hartan at http://www.hartan.de/.

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ne of our favorite cars is approaching the end of its run. The Pagani Huayra’s final coupe, number 100, was decorated in Lewis Hamilton's AMG Petronas F1 livery.

That marked the halfway point in the Book of Huayra. Pagani says the Roadster will be limited to 100 cars before it too is discontinued.

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Kenny Pi | photos courtesy Pagani

Pagani isn’t closing shop. A third model is in the works. According to Car and Driver, a fourth one is in the works, too. Rather than using the Mercedes-AMG 12, the fourth model will allegedly be electric.

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Pagani founder and namesake Horacio Pagani said electric cars cannot be ignored.

Demonstrating their seriousness in this area, Pagani has a corporate division which is dedicated to EV research and development.

Pagani says the new model is unlikely to be a hybrid.

That’s understandable, purely

electric vehicles are considerably lighter, and this would be one way of saving weight.

This falls in line with previous Pagani models, which all had a serious focus on weight reduction.

There has been a technical partnership between Pagani and Daimler for years. This opens the door to speculation, that like the other Pagani cars, the new EV may use a Mercedes powertrain.

Future cars are a few years off. Roadster production isn't set to end until 2020, giving Pagani a bit of time to work on the two new models.

The Huayra coupe’s 100 car run has ended. The final car, ‘L’Ultimo’, is shown above, and words can’t describe it. Yes, the “Cento” was supposed to be the last, but if Pagani decides to run off another dozen final editions, the world will be a better place for it.

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The Bentley - Porsche Connection

by Liz Ae

umor has it that Bentley is leaning toward building an electric vehicle. Based on an Automotive News report, Bentley may use the Volkswagen Premium Platform Electric design. This same design will be used for the Taycan and possibly the Audi Sport E-tron GT concept. Bentley hasn’t announced whether their new electric vehicle will show any resemblance to their all-electric EXP 12 Speed 6e concept, but it’s the newest Bentley EV concept, so it’s possible.

Worldwide, there has been talk about requiring EV and hybrid vehicles as a way of making manufacturer fleets more economical. That should get Bentley’s attention because their lineup consists of large, heavy vehicles with big, thirsty engines.

The new Bentley

Bentayga plug-in hybrid is in the works, but the current model has a combined U.S. rating of 16 MPG. The current Bentayga is a $230K SUV powered by a 6-liter W12. Fuel economy wasn’t a consideration when it was built, and it may take a clean sheet rewrite to see real progress.

If Bentley does build an EV, it may be several years before we see it. Bentley CEO Adrian Hallmark told Reuters he expected it to reach the market by 2025.

Being a Volkswagen subsidiary, sharing a platform makes sense. The Porsche/Audi design is expected to arrive in 2021, and that would be an easy way to reduce Bentley’s EV development costs.

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Some may wonder if the Bentley EV will differ enough from the Taycan and whatever Audi has planned, but we don’t see that as a problem. Audi AG owns Lamborghini S.p.A, but no one confuses the Audi R8 V10 with the Lamborghini Huracan.

This is despite the

Huracan and the R8 sharing the same engine, transmission, carbon-fiber outer, upper Bpillar, rear bulkhead, space frame, steering, basic electronics, and brakes. Volkswagen is the parent company of Porsche, Audi, and Bentley, so we fell they can probably make the Bentley stand out enough to warrant what is expected to be a significantly higher price tag.

Mission E / Taycan production

Audi Prototype e-tron GT

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by Liz Ae

udi is taking its showroom concept for premium car sales to the next level. The fifth Audi City is opening in the heart of the Polish capital; Warsaw. Here, Audi is presenting their entire product portfolio to visitors using a virtual format.

The first Audi City was opened in 2012. At Audi Citiy, the goal is to combine digital sales with the strengths of the stationary retail trade.

This combination of a

cyberstore and showroom also exists in Berlin, Istanbul, Moscow and Paris.

“Audi is a pioneer in the digital sales experience. We have continuously developed the concept of the Audi City and made it even more appealing and efficient. We are now presenting the latest result in Warsaw,�

Horst Hanschur, Head of Sales Strategy at AUDI AG. Page | 114

Audi City Warsaw is a two-story showcase that uses a compact interior design concept. Virtual reality plays a key role, as the customer’s Audi, including all the special equipment and customization options, can be created at various stations and viewed using VR headsets. Two fully digitalized modules, called Customer Private Lounges, provide a personal consultation in a private setting.

This is far more efficient than a full showroom, but it’s questionable whether this system would work in the U.S. Virtual Reality isn’t the same as reality. Many of us want to feel the leather, hear the Burmester, and see the interior in real time. I like the concept, but most of us will need to see and drive a real car before making a commitment.

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Once you’ve flo nothing else

Mercedes-AMG C 63 S Coupe in designo graphite grey magno with AMG nappa leather two-tone magma grey/black

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own first class, seems right

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ercedes-AMG Petronas won the FIA Formula One Constructors’ Championship for the fifth time in a row, and a Mercedes-AMG Petronas driver has won the Formula One World Drivers’ Championship for the fifth time in a row. If you don’t follow Formula One, this could easily get confusing, so we’ll go through the details.

Mercedes-AMG Petronas Motorsport won the Formula One Constructors’ Championship in 2014, 2015, 2016, 2017, and 2018. Lewis Hamilton won the Drivers’ Championship in 2014, 2015, 2017, and 2018. Nico Rosberg, a retired driver for Mercedes-AMG Petronas, won the Drivers’ Championship in 2016.

Hamilton is now tied with Juan Manuel Fangio with five championships, having also won the title in 2008 with McLaren.

Lewis Hamilton is two F1 Championships shy of Michael Schumacher’s record seven world championship wins. The hope is he can pull it off with Mercedes, and he has two seasons left to run on his current contract.

"It wasn't won here [in Mexico], it was the hard work throughout the races. I’ve been with Mercedes since I was 13, so to complete this where Fangio did it is surreal.”

Lewis Hamilton after the Mexican GP Page | 118

“Mercedes have made a clean sweep of all the world championship titles, drivers’ and constructors,’ over the five years that the hybridpower Formula 1 format has been in existence,” Ross Brawn, Formula 1 Managing Director of Motorsports Having won five consecutive Constructor’s Championships, Mercedes-AMG Petronas Motorsport is obviously dominating the sport.

This isn’t bravado, in the past five years Mercedes-AMG Petronas has finished in first place 74% of the time. In 2014, MercedesAMG Petronas finished first in 16 of the 19 races. They finished first and second in 11 of those 19 races. In 2015, they did it again, winning 16 of the 19 races. They also finished first and second in 12 of the 19 races. 2016 was their most dominant year; they won 19 of 21 races, and took 20 of the 21 pole positions. At one point in the season. MercedesBy Kenny Pi

AMG Petronas had won 10 races in a row.

Mercedes-AMG Petronas has been less dominant in 2017 and 2018, so the heat is on.

Their closest competitor has been Ferrari, but “closest” shouldn’t be confused with “close”.

In the past two years, Mercedes-AMG Petronas has won twice as many races as Ferrari – 22 for Mercedes-AMG Petronas and 11 for Ferrari. We’ll stay tuned in 2019.

The Southwest Star Magazine – your cars & your events

It sounds magical

by Marcus Blair Fitzhugh and Almos Bechtold

e’re not saying it can or can’t be done, but it sounds like a breakthrough. Having said that, German startup MWI Microwave Ignition believes they can increase gasoline and diesel fuel economy by 30 percent and reduce the emissions of a typical engine by 80 percent. Normally when we hear wild claims we wait until we’ve seen it running somewhere, but one of the backers is former Porsche CEO, Wendelin Wiedeking.

In an interview with Automotive News, Wiedeking said he's convinced MWI Microwave Ignition will disrupt the marketplace with this groundbreaking technology. The system works by igniting fuel with pulsed microwaves rather than spark plugs.

This process

ignites the fuel ignite at lower temperatures. According to MWI Microwave Ignition, the new technology can be retrofitted to existing engines without major changes.

Wiedeking, along with other private investors, own 20 percent of MWI Microwave Ignition.

The majority control remains in the hands of founders Armin and Volker Gallatz. The company has also begun conversations with large automakers from China and South Korea to potentially take advantage of the technology.

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Just keep straight.

Events are listed in the back of the magazine.

The Southwest Star Magazine – your cars & your events

JP Davis | photos courtesy Daimler

ercedes-Benz took the wraps off the latest lineup of Sprinter vans and it includes an electric version called ‘eSprinter’. The new eSprinter will be launched in 2019.

Last year Mercedes said they would electrify all their commercial vans. With the Sprinter being the most popular Mercedes-Benz van, this doesn’t come as a surprise.

Powertrain details haven’t been released, but Mercedes-Benz said the eSprinter is “primarily designed for inner-city operations, not only protect the environment but also offer customers tangible added value with their day-to-day suitability and flexibility.”

Mercedes also recently released the eVito, a mid-size van, with a range of about 93 miles (150 km).

Tesla CEO Elon Musk tweeted that Tesla will reach out to Daimler to discuss collaborating on an electric version of the Sprinter van.

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Daimler and Tesla have partnered on electric vehicles in the past. Tesla supplied the powertrain for the first-generation electric Smart cars and electric BClass. However, back then Daimler was a Tesla shareholder.

In 2009, Daimler invested $50 million for about a 9% stake of Tesla’s stock.

The

investment was made in the midst of the 2008 financial crisis and Elon Musk later admitted that Tesla would probably have gone under if it wasn’t for the investment by Daimler.

Daimler ended the powertrain supply contract with Tesla and sold their stake for $780 million – a return of over fifteen fold on the original investment.

The tweet made news but realistically speaking, it’s a little late. The eVito is already here and the eSprinter will arrive shortly. Tesla would have to offer something extraordinary for there to be changes in these models at this point.

The Southwest Star Magazine – your cars & your events

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The Southwest Star Magazine – your cars & your events

Eve

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

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ents

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1910 Cypress Station Drive, Houston, Texas 77090 CASEY.SLAYTON@GATEWAYCLASSICCARS.COM Page | 128

1329 Commerce Drive, Crete, Illinois 60417 CASEY.SLAYTON@GATEWAYCLASSICCARS.COM The Southwest Star Magazine – your cars & your events

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YOUR NEW CAR SHINE IS STILL AVAILABLE Detailed by J is a mobile auto care service. We’re located in Pasadena, California, but we’re happy to come to you. We specialize in complete interior and exterior detailing.

The outside of your vehicle is the first thing you noticed when you bought it, so why not have it look its absolute best?

While we’re at it, we can do the interior. Most people spend several hours each week in their car, and cleanliness should be a top priority. When we’ve finished, many people can’t believe it’s the same car. Our services also include full paint correction and headlight restoration. Give us a call at 626.399.5614 or click this ad to see samples of our work.

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The Southwest Star Magazine doesn’t host events.

We list the information about events as they’re supplied to us. Details about the events listed 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

Celebrating Fifty-Five years of 911

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