First Saturday Tech Talk
Brake Calipers and Fluids
ome
join us for the newest addition to the tech calendar. We call it First Saturday
Tech Talk because that's exactly what it is. On the first Saturday of April (April 2), from
8:00 to 10AM, we're talking about Mercedes brakes. Your Tech Chair will demo
rebuilding a brake caliper, and attendees are expected to fill in the remaining time with
questions, suggestions and recounts of personal experiences. We hope to provide an
environment in which novices, experienced do-it-yourselfers, and those who are simply
curious can all have a good time together. Informal, informative and all in fun.
We'll see the pistons expelled from the brake caliper, seals replaced, and pistons reinstalled. There will be talk about brake fluids, boiling points, and brake bleeding from the caliper's perspective. Time permitting; the short version of Hydraulics 101 will be presented. There will also be a disassembled caliper (don't try this at home) so that we can see and understand its inner workings. Participants will be welcome to roll up their sleeves and tinker with the parts. The demonstration hardware, from a '70s era Benz, is identical to that found on classic Mercedes (W108-113 models), very similar to cars from the 70s and 80s (W107, 114, 115, 116, 123, and 126 models), and similar in concept to later cars. Please note, the demo parts have been removed from their natural setting so that we may remain in ours (indoors).
The will be a muster call for the GWS Tech Cadet Corps. On a trial basis, we are happy to welcome young car enthusiasts, 12 years and older, who would like to share this experience with their parent(s).
The event will be held in a private residence, so a few ground rules are necessary. We'll enter and leave through the basement door, arrive and depart promptly, and confine our wanderings to designated areas of the house. However, there's no limit on the liveliness of the discussions, and there is no such thing as a "dumb question."
Mark your calendar, and set your alarm clock. The session will be held early so that participants can still get the full list of "honey-dos" done on Saturday. We will have plenty of coffee, juice, and donuts on hand for those who want to attend and skip breakfast at home. Please note, the registration for the session will close when we exhaust the available supply of chairs, so don't delay.
Our discussion will continue on May 7, with brake master cylinders, boosters and pedals. More should follow (see the section calendar).
This event is for members only, advance registration is required, and there will be a $10 fee for adults. Contact Steve Walters, Tech Chair at gwsTech@earthlink.net for more information or you can reach Steve at 703-765-9405.
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gathered at 0-dark-o'clock (8:00AM on a Saturday morning). We sat in front
of a roaring fire, munched donuts and drank coffee. We talked cars.
The topic of the day was brakes, discs in particular. Stan Groenig, the consummate car talker, brought along the rear disc, hub and carrier from his 124 sedan. He was able to show us a number of interesting things – how the parking brake shoes nestle inside the rotor hat, how the hub is suspended in the carrier by the bearing. Best of all was the worst part. Stan brought the failed rear wheel bearing pieces to help us all understand what happens when good bearings go bad.
We had another set of "visual aids" provided by the host, your Tech Chair. The front subframe from a 109 chassis mounted on a bench was the focal point. We started from square one, by removing the road wheel. Alain Drooz shared a recent experience with his C32. While trying to swap wheels, he got the lug bolts out, but found the wheel frozen to the hub. Alain is now the section expert in stuck wheel removal.
There was discussion of rotor types: one piece, two-piece, slotted, cross-drilled, vented, solid. We talked fixed and floating calipers, solvents and bearing grease. The demo included removal of the caliper, the hub and separation of the rotor from the hub.
Jon Estrella asked about removing bearing races from the hub, and we'll put that on the agenda for a future session. By the way, we're taking up a collection to buy Jon a Mercedes hat to replace the Porsche hat he was wearing. Both George Stephenson, another of the attendees, and Jon are new to the club, and we're happy to have them with us.
It was interesting to learn of the cars owned by the participants. A couple of E55s (John Krahulec and Bill Repass), an E500 (Stan), a 6.9 (Tim Nagle) and a C32 (Alain) to name a few. We may need to add Tech Chair test drives as a feature of future sessions.
All and all it was lots of fun. Everyone had something to ask and something to add; we all learned from each other. All of us would like to thank the lovely Janet McFarland for being the perfect hostess for the morning.
Contact Steve Walters, Tech Chair, at gwsTech@earthlink.net or at 703-765-9405 for more information on future sessions or to suggest topics of interest.
ver
wonder why a 320E and a E420 look the same? Ever wonder whether a
560SEC is an S-Class, E-Class or C-Class, and why your spouse calls it a 126? You're
not alone. Come join your fellow confused club members at a Mercedes Nomenclature
for Novices classroom session on April 9. After this short and entertaining "foreign"
language school, you will be able to speak and understand Mercedes at the first year
level.
Mike Anderson of Wagonwork has offered us the use of the classroom area in his spotless new automotive paint facility. It's in Alexandria, just off Route 1 at 417 East Clifford Avenue (near the Potomac Yards shopping area).
We'll have coffee and donuts, an informal discussion, and a nifty slide presentation by Janet McFarland, the section's email newsletter editor. Janet has been nomenclature impaired for some time, and has an excellent foundation on which to relate to other confused section members.
Experts and "know-it-alls" are strictly prohibited from participating in the discussion and may only attend if accompanied by a confused significant other. There is no such thing as a stupid question at this session, and the material will be repeated as many times as you like. We'll have a handout for you, but bring a pencil in case you want to take notes or need to silence your "know-it-all" partner.
Advance registration is required. The fee is $10 per person or $15 per couple. Contact the Tech Chair at gwsTech@earthlink.net for more information or call 703-765-9405, or contact Janet at JanetMcFarland@earthlink.net too.
Calendar of Events
Greater Washington Section Events
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the last few months, it's become more and more obvious to you – the
members, to the board and officers, and to me that I could not keep up with all my club
obligations. The newsletter was especially time consuming and often was placed on the
back burner so more pressing issues could be dealt with.
Fortunately, the section has many talented volunteers. Starting with the April issue, Debbie Hirtes and Janet McFarland will take over the newsletter duties. Both have the editing skills and experience necessary to produce a great newsletter. Please make sure you send your ads, articles, suggestions, and any congratulations to them!
Like any volunteer organization, this club counts on its members to make events work. Currently, the Social Committee Chair is open. We need you. Please consider offering your help. You will not be expected to "do it all." There are officers and other members of the board who will be more than happy to assist you in getting started. And, as you are well aware from our recent history, two members can easily share the duties and fill one board slot.
Back to the newsletter... I'll miss it. For nearly fourteen years, I've either edited or coedited the Metro Tri-Star. It's a job I really enjoyed. I especially loved it when I could be creative and "naughty." During a four or five year stretch, I made sure I had a fun April Fools ad or article inserted.
One year I had a longish article on a new bacteria that attacked the paint and metal work on cars. The bacteria was "sloof lirpa" and it was here in Washington destroying our Mercedes-Benz cars. I actually got a few calls from our members who wanted to know how to fend off this disease. In the following issue I was forced to advise the members to read the bacteria backwards, if for no reason other than stopping the phone calls.
But the best one of all, was a simple Trading Post ad. It seemed that a wealthy member was giving away his 300SL Gullwing to the person who gave the best reason why they should have the car. The ad included a local phone number. When members called they did not reach the mysterious donor, but rather, the local Dial A Prayer line. I am not kidding here... I received no less than 30 calls from members saying they couldn't get through to Mr. Donor as the Dial A Prayer line gave no other information.
The down side of the job was announcing the deaths of so many good friends. And regrettably, I have one more. Henry "Hank" Harris died recently. Anyone who ever attended the Annual Picnic/Mid-Atlantic Concours met Hank. For many years, Hank was our host at his home in Potomac. The award for best old car is still given in his name.
I really will miss editing the newsletter but I don't feel bad as I know it's in very capable hands.
Concours Corner: Concours Judges School
By Bill Hopper
oncours
d' Elegance is about appreciating excellence in automotive design.
While the qualities that define what makes a top show or street class vehicle may vary
from marque to marque, the intricacies involved in preparing a car and the techniques
used to judge a Concours event are much the same.
On Saturday, April 16 from 8:00AM to 4:00PM, you'll have the chance to learn the ins and outs of Concours and Concours judging from MBCA's top judge, Peter Lesler, who has years of experience as both a participant and a judge, and who has conducted seminars on Concours judging since 1995.
Pete's interest in Mercedes–Benz automobiles (never call them just Mercedes around Pete) started with a 1956 220S his father owned. Pete's first Mercedes-Benz was a 1967 250SL, which he still owns. Over the years, Pete has built and run a vintage racing 230SL at MBCA events. He has also restored a red 250SL that won Best of show at Gemütlichkeit 2001 as well as Best of Street at StarFest 2002 and 2004.
Since joining MBCA in 1979, Pete has held section and national positions, and is currently National Treasurer. Pete has attended every Gemütlichkeit since 1982, numerous Tri-O-Ramas, StarTechs, and every StarFest; he's been Member of the Year, Officer of the Year, and Driver of the Year.
Even if you've never judged a Concours d' Elegance before or are only interested learning where to focus your attention when you show your Mercedes-Benz (or other marque), this day long seminar will teach you what the judges look for. During the seminar, Pete will take you through the MBCA national judging sheets while discussing the many different areas on which vehicles are judged. You'll learn where a car gains points and where it can lose points. You'll learn the difference even a small modification can make, and how the wrong battery, radio or aftermarket part can hurt the score of an otherwise outstanding vehicle. Have a lot of miles on the odometer? That can be good! Have aftermarket wheels that look great? That can cost you! What about the minute details of rubber and trim, lights, and chrome? All of this will be part of this full day seminar hosted by Mercedes-Benz of Alexandria. At the end of the day, you'll have a much greater appreciation for Concours d' Elegance as an event, and what it takes to show a car successfully.
Since many of the techniques and technical issues in Concours are the same from marque to marque, we've invited members of other local car clubs to participate.
Join us for a full day with a break for lunch. Upon successful completion of the class you will receive a certificate of class attendance. Cost is $20 per person, $15 of which will be credited to GWS members who participate in one of the following 2005 Concours events: the Deutsche Marque, the Mid-Atlantic Concours/GWS Picnic, or Tri-O-Rama 2005 at VIR.
The cost of this event includes coffee and donuts, lunch, and an afternoon snack, so sign-up early to ensure you have a seat. Come learn more about your fine German automobile and appreciate what a good judge looks for during a Concours competition.
For questions or to learn more, please contact Bill Hopper on 202-363-4189 or via email at wwhrestoration@att.net.
pylon alley by Tom Newman
2005 Driving Events
his
is going to be a busy year! On the schedule – eight autocrosses, two GWS
driver ed events, a defensive driving school, three national events (including our own),
and a drivers ed event at Nelson Ledges.
Here's a run down with a least some basic information for your calendars.
Autocross Awards and Social meeting
On Sunday, April 3, we'll kick off 2005 with the presentation of last year's awards.
We'll meet at Il Lupo in Fairfax, Virginia from 2:00 to 5:00PM. This year's "trophies" are
spectacular!
If you've never autocrossed and want to learn more about it, this is the event for you!
Hundreds of car crazy members will be on hand to answer your every question. (Okay,
not quite hundreds, but they will have more answers than you'll have questions!)
Snacks are on the club. Libations are on you. Please let me know if you're attending
so we can give a count to the restaurant. Call me at 703-437-7866 or email at
JoeWozney@aol.com
GWS Autocross 2005 Series
It appears that all of our events will be at Millbrook High School in Winchester. We've
received confirmation that our WSSC lot has been sold to Montgomery County. There is
only a very slight chance that the new owners will permit use of the lot while
development plans are completed. We'll let you know of any changes as soon as
information is available.
Here are the dates:
| April 10 | ||
| May 22 | ||
| June 26 | ||
| July 10 | ||
| August 28 | (Since this is also the rain date for the Annual Picnic, the autocross will be rescheduled if we are forced to hold the Picnic on August 28.) | |
| September 25 | ||
| October 16 | ||
| November 6 |
In addition we'll have our annual Defensive Driving School and Mercedes-only autocross on June 12, also in Winchester at Millbrook. This event is geared toward teens, novice drivers, and folks who want to improve their driving skills. More on that very soon.
PCA Autocross Series
The Potomac Region of PCA has scheduled six autocrosses for 2005. These are open events! Non-PCA members are welcome. That means us! PCA uses Rosecroft Raceway for their events, although the first is at Baysox Stadium. Regrettably, their first three conflict with our second, third, and fourth events. You can find out more at: www.pcapotomac.org or call Bruce Dobbs at 703-239-1777.
Drivers Education Event at Nelson Ledges
The Western Reserve Section of MBCA will hold a Performance Driving School at
Nelson Ledges Road Course in Garrettsville, Ohio on April 9-10. The cost is $250 for
two days or $150 for one day. Drivers must be MBCA members but can join at the event.
Instructors will be available.
Rooms are available at the Holiday Inn for $71 per night. The hotel is right off the
Ohio Turnpike in Streetsboro.
To print out the registration forms or for more information, you can go to the Western Reserve section's
web site at
www.benzclub.org
or call Dick Gortz at 440-248-0848 or email him at
Rgortz@gortz.com
The word is that there have been major improvements at Nelson. This is one event
that will be worth the trip!
Drivers Education Event at VIR
Our section has joined the National Capital Chapter of the BMW Club and the
Potomac-Chesapeake Chapter of the Audi Club to hold a two-day Drivers Ed event at
VIR on Thursday and Friday, June 16-17.
Details and costs are still be worked out but should be on the BMW Club's web site
by the time you receive this newsletter. Event registration will be handled by BMW. Go to
www.nccbmwcca.org.
We are limiting the number of entrants to about 100. Each club will have
approximately 35 slots available. If ours are not filled by early June, they will revert to the
other clubs, so sign up early!
This will be a great way to get prepped for the upcoming Tri-O-Rama 2005 which will
be using the exact same track configuration in September. We will try to set up a tech
session to perform car inspections sometime in late May or early June.
Drivers Education Event at Summit Point
Our annual trek to Summit Point in nearby West Virginia for two days of nothing but
driving fun is scheduled for July 30-31. We do not yet have the contract so the fees have
not been set. Follow the GWS web site and future newsletters for the latest information.
This has become a very popular event and seats will fill up fast so don't delay once
the information is posted!
Tri-O-Rama 2005
TOR is one of the oldest of MBCA's national events. Over the years, it's been held at
Lime Rock, Summit Point, and, I'm told, Watkins Glen. Last time (2003) it was held at
Virginia International Raceway... We're going back!
The facilities are amazing. The venues for the Concours and banquets are
convenient and attractive. And, the track is spectacular. Just picture a Pebble Beach
Golf Club for cars.
The only comments we had last time were that members wanted more driving time...
lots more driving time. So for 2005, we've added an extra day on the track. Wednesday,
September 14, will be just like a regular drivers ed event. It will be open to both
non-Mercedes and Mercedes cars. Watch the newsletter, the web site and The Star
magazine for more information!
As you can see, it's going to be a busy year!
Transmission Service
By Bill Shaw
ne
of the most critical, unobtrusive and, therefore, often neglected parts of a vehicle is the transmission.
While it isn't as maintenance-intensive as the brake system, for example, both manual and automatic transmissions require at least periodic inspections if not regular service to prolong their life. But before we explain how to best service transmissions, a brief explanation of how one works is required.
The transmission multiplies torque from the engine through a gear reduction and/or torque conversion. A typical manual transmission has anywhere from four to six speeds with the final or highest gear being either a direct 1:1 drive ratio or an "overdrive" ratio, less than 1:1. For the most part, they are trouble-free (except for the clutch, which can be problematic if adjusted incorrectly or abused). An automatic transmission, on the other hand, multiplies engine torque as it passes through the fluid coupling known as the "torque converter" and then through three or more separate gear ratios. The transmission oil is critical for lubricating the transmission and reducing friction. When the fluid breaks down and loses its viscosity, it no longer effectively lubricates the transmission. This causes premature and excessive wear and results in transmission failure.
This logically begs the question, how often do I need to have my transmission serviced? And like many things in life, there is no straightforward answer. Service intervals will vary depending on how the vehicle is used and the operating temperature of the transmission. The leading problem with transmission failure is fluid breakdown due to overheating. And fluid life expectancy is directly related to the operating temperature of the transmission. Consequently, many transmissions fail long before they realize their potential design life because of heat. In an automatic transmission, for example, a normal operating temperature is about 215 degrees Fahrenheit. At this temperature, the oil should easily last for 30,000 miles. But for each 20 degree increase in operating temperature, the life of the fluid is cut in half.
Therefore, and as a general rule for automatic transmissions – that are not tracked or autocrossed – Curry's recommends replacing the fluid every 30,000 miles (unless you have a new vehicle that is filled with Dexron III ATF which is supposed to be good for 100,000 miles). Cars that are driven at track days should be inspected before every event. When you periodically check the fluid level, pay particular attention to how it smells. You will notice a burnt smell long before the color changes. And, when you notice a strong burnt smell, have the transmission fluid flushed immediately. Also, if there are small bubbles in the fluid on the dipstick, it's time to have it changed.
There are three ways to service automatic transmissions. The first is commonly referred to as a transmission service and consists of removing the transmission pan, draining the fluid (about half of the total), changing the filter and pan gasket, and adjusting the bands if necessary. The second technique for changing the fluid is called suck and fill. With this method, the fluid is sucked out the filler tube then new fluid is used to refill the transmission. The last service method is a total transmission flush. In this case, a special machine is attached to the cooler lines of a transmission and virtually all of the old fluid is replaced by the new fluid.
The biggest disadvantage to a conventional transmission service is that it cannot drain all the old fluid. The remaining fluid, therefore, can form deposits on transmission components that can eventually lead to erratic shifting and even transmission failure. Using a transmission power flush and fluid exchange system extends fluid life and helps prevent leaks and expensive repairs. If the transmission is shifting and operating as designed, regular transmission flushes are the recommended procedure for prolonging the life of your transmission since it flushes almost all of the old fluid from the transmission pan, cooler and lines, and not just from the pan as with the first two methods. Flushes are also particularly important when converting from conventional transmission fluid to synthetic fluid (which is used under severe conditions such as commercial use, heavy loads, or towing).
Unlike the fluid in an automatic transmission that is being constantly churned (which generates heat) and contaminated by particles worn off the clutch plates, the fluid in a manual transmission or transaxle has life pretty easy. Depending on how the vehicle is driven, this fluid can oftentimes last for the life of the transmission. Some older rear-wheel drive transmissions use a heavy gear oil like 75W, 80W or 90W, which can get pretty thick at temperatures approaching zero. And some older import vehicles (like Volkswagen Beetles) recommended periodic lube changes for their gearboxes, but no modern car or light truck requires it. Most manual transaxles use automatic transmission fluid (ATF) to keep the gears lubed. ATF works well because it stays much more fluid at low temperatures and this oil stays relatively clean and runs fairly cool.
The reasons you would change the fluid in a manual transmission are if you regularly track the car, or are experiencing hard shifting problems. And the only time you should have to add oil to a manual transmission is if the transmission is leaking oil. If you see any grease or wetness around the tailshaft or driveshaft seals, the oil level in the transmission or transaxle should be checked because it may be low. Needless to say allowing the fluid in the transmission or transaxle to run too low on lubricant can ruin it.
Curry's has not seen a correlation between mileage and transmission failures. If the transmission is not abused and is properly maintained, it will last for the life of the vehicle. As related innumerable times above, heat is the number one culprit of transmission failures. We are firm believers that a periodic service/inspection is the best way to ensure that your transmission has a long life – and in this regard, fluid inspections and/or flushes/changes in both manual and automatics are critical to avoid premature transmission failure.
Bill Shaw works at Curry's Auto Service and also writes on technical and detailing subjects for national motorcycle magazines.
ML-Class Introduction
You're Invited!
n
April 19, American Service Center in Arlington will hold an evening reception
for the introduction of the new ML-Class. All Greater Washington Section members are
invited to this very special event.
Watch for your personal invitation in the mail. It will have all the specifics and give you the information you will need to RSVP.
ou
love Mercedes-Benz automobiles. Do you like Mercedes-Benz model cars
too? Why not become a member of the International Mercedes-Benz Model Auto Club
(MBMC), and share your passion with over 500 other collectors worldwide?
For more information, visit their website at www.mbmc-america.com.
here
is a new biodiesel pump (B20) available at the Navy Exchange Citgo station
near the Pentagon. Unlike the gas pumps, no military I.D. is necessary to purchase the
biodiesel. For more information go to
www.biodiesel.org.
From the web site: There are multiple stakeholders in this project, including Navy Exchange, Army, USDA, the Commonwealth of Virginia, Iowa Soybean Board, Nebraska Soybean Board, Virginia Soybean Association, Maryland Soybean Board, United Soybean Board, the U.S. Department of Interior and Department of Energy.
hank
goodness for toggle switches. Some folks feel daunted by a complex
instrument panel with an extensive array of dials and switches. They feel intimidated
when presented with a large number of alternatives. I suppose these timid souls long for
a car that will select the gear ratio for the driver and even turn on the headlights when it's
twilight. I, on the other hand, like choices. I like to control my driving destiny. I love my
freedom!
In the past I have inveighed against the Electronic Stability Program (ESP) that comes with all the new Mercedes sold in the United States. I have explained why I believe that ESP can cause an experienced driver to have an accident because, inter alia, it is programmed to encourage you to brake while changing directions and to steer away from a skid. A trained driver would never do either. Thus ESP will make a vehicle do the unexpected from the perspective of a trained driver, which could lead to wrinkled sheet metal or worse.
Thank goodness I have been provided with a toggle switch on the dashboard of my C230K sports coupe that allows me to shut down my car's ESP and substitute it with BSC, Bleimaier's Stability Control. There are undoubtedly some things that a computer can do better than I can. One of them is not controlling my automobile. I know where I want to go. I see the obstacles on the road. After years of training and experience, I know how to get where I want without hitting the obstacles. Nuff said.
Last summer, at StarFest in mid-Ohio, I won my class in the autocross on street tires. It's not a big deal. I've had plenty of experience. I've got a good car with a manual tranny. However, competition driving is always a learning experience. We had three practice runs and three official runs for the gold. When competing in an autocross I usually use the first practice run to memorize the course. The second and third practices are for trying alternative lines so as to select the optimum. Of course, as a matter of habit, for safety, I always run with my ESP off.
On that fine August day the practice runs went well. The course had a fine natural flow and I decided on my strategy for finding my way through the cones as rapidly as possible. On my first official run I posted a blistering time but managed to collect a cone in the process with the concomitant penalty points. There was a time lag between the first and second official runs so I shut down the engine while waiting. When my time came I approached the starting line charged with adrenaline and full of confidence. I knew what I had to do. Repeat the last performance with the exception of changing the approach angle for the final corner... I'm off. But what's wrong? Suddenly my starship is dead in my hands. I feel like there is a filter of cotton between my hands and feet on the controls and the contact patches under my Michelins. The C230 Kompressor suddenly feels like an Acura or a Lexus. I can't push her. I can't toss her. She wants to plod and plow. As we crack the beam at the finish line the numbers show what my senses have perceived. What a downer!
What went wrong? I analyze my drive. I check the instruments. Then I realize. It isn't there. The familiar glowing yellow triangle in the middle of the facia. The lighted symbol that indicates that my Mercedes is in safety mode... without the Electronic Stability Program. Oh my goodness! I forgot to disable the ESP. That was the problem!
My last official run was anticlimactic. I flipped the toggle; shut down the ESP; and went on to post the fastest time of the day in my class. Piece of cake.
Your Mercedes was carefully designed by enthusiast engineers to be either a sports car, a sports coupe, or a sports sedan. Mercedes-Benz does not build a car that is incapable of spirited performance. If you are a qualified driver, it's your choice whether or not to fully utilize your vehicle's potential for high performance with optimal safety.
DaimlerChrysler also employs other individuals in its marketing department who believe that American drivers, by and large, do not know how to drive safely at the limits of their vehicle's performance.
Based on this assumption ESP is your car's default mode. Unless you choose to flip the toggle your vehicle will expect you to brake in curves, to steer away from skids and will affirmatively discourage you from experiencing the exhilaration of oneness between man and automobile.
| John Kuhn Bleimaier |
22nd Annual Deutsche Marque Concours d'Élegance
Concours d' Elegance is all about seeing, showing, and appreciating fine
automobiles. And, the Deutsche Marque Concours d' Elegance is a local day-long event
open to the public and fun for the whole family.
Nottoway Park, a former vineyard situated on 84 acres of park land, is once again the setting in which members of the Audi, BMW, Mercedes-Benz, and Porsche clubs will display vehicles ranging from vintage classics to modern marvels.
Club members who wish to display their cars must register for the event. The pre- registration fee, valid through April 25, is $25 per vehicle. After April 25, the fee will be $30 per car. It will be possible to register on site, space permitting. Each car registration includes one ticket for the traditional awards, and wine and cheese reception. Additional tickets for the reception are available at $10.00 each.
Those entering vehicles must choose between either Show or Display class. At this event, Show class will be a top-only judging – that is, the chassis and undercarriage are not judged. The general public casts votes to determine Display class awards. Awards are presented for each of the four marques.
Judges trained and experienced in each of the German marques will evaluate the vehicles entered in the Show class for appearance, condition, authenticity, and cleanliness, with special emphasis on details and how well the vehicle adheres to the factory original configuration for similar model and year of manufacture vehicles.
Schedule 8:30AM – Grounds open to stage vehicles entered for judging 9:00AM – General admission begins 10:00AM – Final staging of judged vehicles
Vehicles not in place on the field by 10:00AM will not be allowed to be shown – no exceptions. 10:30AM* – Judging begins 3:00PM* – Scores tallied 3:30PM* – Wine & Cheese reception and presentation of awards * Denotes approximate time - actual time depends on the number of judged entries.
Awards presented include Best of Marque; Judges' Choice; and 1st, 2nd, and 3rd place for Show classes. Display awards include 1st, 2nd, 3rd, and Peoples' Choice for each marque. All vehicles participating will receive a dash plaque.
There is always a need for volunteers to help with staging and directing cars, judging, tallying score sheets, setting up the reception, and more. Serving as a volunteer is a great way for club members to see all the cars and learn more about Concours as an event.
Please plan on joining us to see all the interesting, rare, and beautifully prepared German cars that will be on display.
For more information, answers to your questions, or an offer to help, please contact Bill Hopper at wwhrestoration@att.net or call him at 202-363-4189.
ercedes-Benz
USA will open a Classic Center – the first such enterprise to be
established by an automotive manufacturer in the United States – in Irvine, California in
summer 2005.
Architectural plans to renovate the 27,626 square foot stand-alone building into a state-of-the-art facility for classic vehicle services were activated as soon as the lease at 9 Whatney was signed in early November. Building alterations and installations of facility and workshop equipment are expected to take six months. "Southern California with its high concentration of classic Mercedes-Benz vehicles, unlimited driving season and great appreciation for classic cars as a lifestyle statement is the perfect environment to establish our specialized client support service for the growing number of Mercedes-Benz classic car owners," stated Peter Spieth, general manager, Classic Center. "We've spent quite some time making plans to open this industry-leading facility here. We're highly gratified to see it happening and look forward to opening our doors to the public."
Through its close partnership with the original Classic Center established eleven years ago in Fellbach, Germany, the new Classic Center in Irvine will provide benchmark resources in restoration expertise and archival materials dating to the origins of the automobile. "The Classic Center will provide Mercedes-Benz classic owners and enthusiasts everything from books to vehicle restorations," said Classic Center Manager Mike Kunz. "We are creating the perfect place for owners, collectors and enthusiasts to get in touch with the Mercedes brand. No other carmaker is doing this for its American customers."
Classic Center activities will include the buying and selling of classic automobiles and performing appraisal and repair services. In addition, the Irvine site will house a boutique featuring exclusive Mercedes-Benz Classic Collection accessories, automobilia, and literature and will display a collection of vintage Mercedes-Benz vehicles.
Currently, operating out of Mercedes-Benz USA corporate headquarters in Montvale, New Jersey, the Classic Center provides spare parts information and technical assistance for vintage Mercedes-Benz vehicles to callers to its toll free number 866-MB CLASSIC (622-5277) – as well as expediting sales of Classic Collection accessories.
Side Glances
Gullwings and the Ghosts of Sindelfingen
ave
you ever driven a Mercedes 300SL Gullwing?" Executive Editor Doug Kott
asked me over the phone a few weeks ago.
"Not really," I admitted. "I drove one around a parking lot once. Not far enough to
form much of an impression — but it seemed pretty nice in first gear," I added
pathetically.
For sheer excitement, it hadn't been exactly like Moss and Jenks in the Mille Miglia. "Well," Doug continued, "Mercedes is throwing a 50th anniversary celebration in Germany for the SL-series cars. They're flying the press into Stuttgart to drive the current-generation SLs, followed by a day of touring the Black Forest with fully restored Gullwings from the factory museum." "Sounds like fun," I said, falling back on my favorite expression of helpless fatalism. "They're also hosting a dinner," Doug added, "with the famous Life magazine photographer, David Douglas Duncan, and Pablo Picasso's son, Claude, as guests of honor."
I held the phone to my ear and stared out our living room window for a moment, mulling over this apparent non sequitur. "Interesting people," I said, "but what have they got to do with Mercedes?" "I don't know," Doug admitted. "Maybe Claude Picasso is a car designer," I offered.
Doug accepted this possibility silently. I think we were both trying to picture a car designed by a member of the Picasso family. The possibilities smacked of capricious good fun, but nothing quite as symmetrical as a Mercedes came to mind.
If I didn't yet know much about Claude Picasso, I was a longtime admirer of David Douglas Duncan's work. As a Marine in World War II, he'd shot combat photos in the Pacific, and his photos of the Korean War are still the shorthand by which I see that conflict in my mind. Duncan was also in Vietnam the year before I got there in 1969, and his dark images of the siege of Khe Sanh are still burned into the memories of most Americans old enough to remember.
On the lighter side, he'd also done many famous photos of Pablo Picasso at work and relaxing with his family at their home in the south of France. Maybe that was his connection with Claude. We'd see.
I flew into Stuttgart – ancestral home of my immigrant German grandfather – checked into our hotel, and the next day the Daimler-Benz folks provided our small band of American journalists with maps, route books and a gleaming row of current-generation SLs to drive. I teamed up with my old friend and colleague Robert Cumberford and we blasted off toward the famous Schwarzwald.
Driving through dark forests, green hills and one charming village after another, we got lost only briefly when I took a wrong Y-turn between Kasekellebankmitschmaltzonit and Rottweilermitrabiesinschwimmenbaden because I couldn't read that many syllables on a small road sign at speed. Don't ask me how the Mercedes racing team ever found its way out of Germany and made it to Le Mans. Sextants, I suppose, or the smell of escargot sizzling in garlic butter.
Nevertheless, we rolled into the courtyard of our hotel at a decent hour, and there was a sharp and healthy-looking 88-year-old David Douglas Duncan, talking with his elegant wife Sheila and leaning on the fender of a black 300SL Gullwing. We all introduced ourselves, chatted for a while and finally got the whole story.
Duncan was fascinated by the Gullwing and came to Germany in 1955 to shoot a photo essay about the cars for Sports Illustrated. He wanted pictures that showed not just the car, but its spirit, so he shot some blurred-motion photos of a red 300SL snaking through the ancient streets of Sindelfingen, where the cars were built. When it came out in 1956, the story was called Ghosts of Sindelfingen.
The folks at Daimler-Benz were so thrilled with this publicity that they gave Duncan a new 1956 Gullwing, black with red leather. He then proceeded to use it as his "Jeep," racking up some 450,000 kilometers in 40 years of photo assignments.
One of those assignments was to shoot pictures of Pablo Picasso and family at their home near Cannes. When Duncan showed up in his "Black Torpedo," as he called the Gullwing, Picasso fell in love with the car and asked to be photographed sitting in it.
Duncan offered Picasso a chance to drive the SL, but his wife, Jacqueline, quickly nipped that idea in the bud. Seems Picasso couldn't drive a car. At all. He'd tried once and had hit some trees in the front yard. But he took a ride with Duncan, and the two soon became enduring friends.
On another assignment, Duncan drove the Black Torpedo all the way to Moscow during the height of the Cold War and said to Nikita Khrushchev (through his "fearless interpreter"), "Since you run this place, how about letting me photograph the Kremlin treasures? — in color!" "Start tomorrow," Khrushchev said.
So Duncan got free rein to shoot all the Czarist jewels, thrones, Fabergé eggs and icons in the Kremlin, the first person ever allowed to do so.
Driving home, he found there was a two-week wait for the ferry from Leningrad to Helsinki. Instead he chose to drive all the way to the Arctic Circle around the Gulf of Bothnia, down through Sweden and back to his own home in the south of France – in just three days. He stopped for some hot croissants early in the morning and delivered them to Picasso's house for breakfast, along with a gift of Russian caviar – delivered from Moscow by Gullwing. "Did you ever have any trouble with the car?" I asked. "Not one thing. Ever," Duncan said. "And the gas tank was so big I was able to drive all the way across Czechoslovakia – where I was not allowed to stop – without a fill-up."
Daimler-Benz rebuilt the car for him when it hit 300,000 kilometers, and when Duncan decided it was time to get a newer car in 1996, he gave the Gullwing to Picasso's son, Claude, who was a genuine, grade-A car enthusiast. And who, unlike his father, knew how to drive.
Claude is now in his late 50s and an avid vintage rallyist, and has driven the Black Torpedo in the modern Mille Miglia, the Tour de France, and many other rallies. He races a vintage Formula 2 car these days, as well.
I got to sit with Claude Picasso at dinner and found him to be, like Duncan, a great raconteur and a genuinely nice man, with a self-effacing sense of humor. He told us a hilarious story about rolling over a Mercedes 230SL on a remote road in Montana during the Around the World in 80 Days rally, getting the badly smashed car back on the road and then being ticketed minutes later by a Montana State Trooper for driving a car needing more than $250 worth of repairs. "If you can show me where to fix this car for $250," Picasso told the cop in his slight French accent, "I will go there."
The officer was not amused. "You should have reported this accident," he said. "It just happened, right back there," Picasso replied, "and you are the first human we've seen. Where we had the accident, there is no one around but chipmunks."
The cop gave him a $280 ticket for driving a car in bad repair and left.
After breakfast the next morning, I finally got to drive an old Mercedes SL myself.
Robert Cumberford and I collected our route book and maneuvered ourselves over the high sills and into the red leather seats (yes, we were spared the always iffy 1950s' Mercedes plaid cloth) of a beautiful graphite gray Gullwing. The high sills and gullwing doors were necessitated by the car's deep steel space frame, but the famously hinged steering wheel made entry easier. The trunk was filled with a spare tire, so our day luggage went in the roomy area behind the seats.
A Mercedes engineer pointed out salient features. "Turn signal on right stalk; pull out this auxiliary fuel pump switch when the car is hot to prevent vapor lock in the fuel injection; four speeds, reverse over here; don't forget the handbrake lever. Have fun.
The 3-liter slant-6 started immediately and settled into a nice raspy mechanical idle. Normal clutch, slightly stiff but pleasingly succinct gearbox with synchro in 1st gear. On our way.
What strikes you about the 300SL after half an hour on the road is how "normal" it is for an exotic, high-performance sports car introduced (on my 6th birthday) in 1954. The 215-bhp engine has good torque and pulls smoothly from about 2000 rpm to its 6000-rpm redline; steering is light and accurate; ventilation good, despite the lack of roll-down windows.
The brake pedal is nice and firm, with good stopping power from those huge vented drums; suspension is quite civilized and fluid over bumps, yet very flat in corners and composed in big road undulations. And when you put your foot in it, the car just keeps going faster. (Old road tests show top speeds in the 136-148-mph range, depending on the rear axle ratio.) The only antique fly in the ointment is the swing-axle rear end, notoriously dicey in the rain or at the limits of traction. We didn't explore those limits, out of respect and self-preservation.
Overall, it's still a real car: daring, fast and exotic, yet useful, refined and eminently driveable on modern roads. Quite a piece of work for 1954.
And stunningly beautiful.
It's one of a small handful of truly great cars that defined glamour, speed and a return to better times in the sometimes-dreary atmosphere of postwar Europe. It helped transport us from grainy black & white to a new age of full color, which may be why the Duncans and Picassos of this world liked it so well.
| By Peter Egan Editor-at-Large, Road & Track Reprinted with permission |
300SEL 6.3, 1970: Silver/blue leather. All OEM parts, bare metal repaint by Wagonwork, all manuals, window sticker, more. Many trophies. 85k miles. $23,900. Call Bill at 703- 690-2259 or email at wstewart@starpower.net
280SL, 1970: Silver/red leather. 93k miles. Auto. Hard & soft tops. Jump seat. A/C, orig. tool kit, owner & parts manuals. $30,000. Call Tom at 410-573-1528 or email at sdhyatt15@aol.com.
300SD, 1983: Grey, black leather. Well maintained. Almost new condition, garaged. 119k miles. 16k mi. on new engine Jan.1999 $8,800. Asking $9,000. Email Alfred at AlfSides@aol.com
560SL, 1989: White/tan. Brown soft top. 68k miles. Rear jump seat. Pampered. Runs as new. Maint. records. HT holder & cover. Reduced due to move. $18,000. Call Judd at 703-930-4279.
300CE, 1991: Smoke silver. 75k miles. Estate sale. Beautiful car. CarFax and JPGs available. $12,500. Call Steve at 888-674-5664 or email SDLong329@aol.com (near Philadelphia).
300TE, 1992: White/gray. 186k miles. All records. $6500. Call Rick at 301-762-1020.
SL600, 1994: Brilliant silver/gray. Silky smooth V12. Only 93k miles & loving tender care this is a car not to pass up. Brakes, hydraulic suspension new, tires near new,major service just done. Both tops. $20,000. Call Al at 703-731-6465.
E320 4Matic, 2000: Bordeaux red/java. Nav, Bose, sport wls. 61k miles. Good to pristine. $22,000. Call Hugh at 410-480-3631 or email at hscoggins@hotmail.com
Alloy wheels: 4 x 14 from 380SL. Nice clean condition. Consider reasonable offers. Call Steve at 703-960-1271.
Parts: Starter W108 thru W123 $75. Steering box W116 $100. Factory engine skid plate W123 $75. L & R unused rebuilt calipers W107 thru W126 $100 each. Call Douglas at 703-534-5954 or email douglas.broome@att.net
|
American Service Center
703-525-2100 EuroMotorcars 301-986-8800 Merchant's Tire & Auto 800-637-2426 RC Imports 301-762-4205 Curry's Auto Service 703-502-0400 MB Motors 703-978-4564 Potomac German Auto 800-831-7686 American Metal Performance 301-223-5017 |
Radial Tire Co.
301-585-2740 Dent Wizard 800-336-8949 EMB Parts 703-425-5380 Wheel Worx 410-969-7301 MB Roadside Assistance 800-367-6372 Electronics Service Center 301-881-8637 Wagonwork Collision 703-706-8151 |
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