James writes:

Hello, last year during one of my morning walks I passed a nearby home where an S-Class Mercedes was parked on its driveway. As I approached, the silhouette was that of an early 2010’s Mercedes S-Class with noticeably flared wheel arches. As I passed by I observed the model identification on the left side of the trunk. Instead of the anticipated S 550 badge, it displayed a CLS 550 badge.

I did eventually meet the owner, an elderly man who could not provide any information about his car. And by this time he had replaced this “CLS 550” with a newer S 580 Mercedes. I did research on the internet, but no luck with a possible CLS 550 S Class.

I am fairly certain with my identification that this vehicle is at least an S-class Mercedes. (As a previous owner of a 2014 CLS and a current owner of a 2022 CLS, I have some familiarity with Mercedes models.) So, are the trunks of this S-Class and the CLS Class of this era interchangeable, and a junkyard CLS trunk was used to repair a damaged S-Class trunk? Or, the S-Class Mercedes needed its trunk repaired and the repair shop put the wrong model identifier on the repaired trunk?

I seriously doubt there ever was a CLS 550 S Class Mercedes. What do you think?

Sajeev answers:

Dang, I really would love to see a photo of this machine. But I share your doubt, and I suspect someone with an S-Class Benz bought those CLS 550 emblems from a place like eBay to be cheeky.

I get the vibe, however. Both the W221 (2007–13) and W222 (2014–20) bodies of the S-class have a distinctly sleek, curvilinear CLS flavor to them. Once the CLS hit the ground running, all sedans (save for Rolls-Royce) had to re-think their position as being staid and stately. Perhaps the CLS offered the sedan a lifeline to coolness in the wake of CUV/SUV dominance. Even the S-class can’t be immune to this trend.

Adding a body kit to the S-class also aids in the CLS-ification of these flagship Mercs. But let’s focus on the phrase “flagship”, as that answers your other question. Sheetmetal on a flagship isn’t interchangeable with cheaper models from the same brand. Not that the CLS is a bad car, but it’s based on the smaller E-class: That trunk lid is unlikely to have the same hard points as an S-Class.

Even if it technically could bolt up to an S-class, the surfacing and cut lines would make absolutely no sense. There’s a good chance you saw an S-class with an aftermarket body kit that made it look sleeker, and the owner decided that it became a CLS in the process.

And the W221 makes a rather awesome CLS-daddy. It’s hard to tell what’s an actual “wide” body kit on these cars, as this era of S-class came with flared-out rear fenders from the factory. But there’s also the issue of looking at 2-D photos on a computer screen, which is my current conundrum.

What say you, Hagerty Community? Did James see a widebody S-class, a CLS-class, or just some CLS emblems on that big-body S-class Mercedes?

Have a question you’d like answered on Piston Slap? Send your queries to pistonslap@hagerty.com—give us as much detail as possible so we can help! Keep in mind this is a weekly column, so if you need an expedited answer, please tell me in your email.

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Wheels are like shoes. A good set can make everything else in the ensemble pop, but ugly ones can flush loads of effort elsewhere right down the toilet. Enthusiasts love to make their cars look just so, and because wheels are so interchangeable, they’ve been among the most popular vehicle modifications for decades.

In the modern era, there are a lot of boring wheel designs, a lot of polarizing wheel designs, and then some that make you feel absolutely nothing. But occasionally, designers get the stock wheels so right that there’s no need to look to the aftermarket. Our team got to discussing what OEM (original equipment manufacturer) wheels nail the brief.

We’re not big rules people here, but we did all agree to set a time frame of 2000 to now. We covered some of the more classic designs like Minilites and Fuchs here—that conversation was all about the best wheels to come out in the last quarter century. Below are nine nominations from our staff for the best modern wheel designs. Who got it right? What’d we leave out? Who needs a wellness check based on what they offered up? Let us know in the comments.

Cadillac V-Series 10-Spoke Wheel

First introduced on the previous-generation Cadillac performance sedans, the CTS-V and the ATS-V, this 10-spoke design is fantastic. (The updated version looks nearly as good on the new CT4-V Blackwing, too.) But as cool as they are on a road car, they’re even better on Cadillac’s older, DPi-V.R IMSA race cars. A nice little brand parallel between the road and race cars lends even more credibility to just how gnarly these cars are when you thrash them. These got the vote of managing editor Eddy Eckart, and it’s not hard to see why.

Saab 9-5 Turbo 3-Spoke Wheels

Our executive editor Eric Weiner chimed in with a nod for these Saab wheels. While the now-defunct automaker had a thing for unconventional rollers, this design takes the cake. Although Saab no longer makes cars, we’ll always have an affinity for the company that took much of its design ethos from its “Born from Jets” tagline.

Mercedes-Benz SLR McLaren Fan Blades

Remember how bad wheels can sully a car’s good design? Well, sometimes the opposite is true. Great wheels can lift an otherwise, erm, interesting design. That was just the case for those nominated by editor-at-large Stefan Lombard.

“I love the smoked 15-inch Desert Runner wheels fitted to certain early 2000s Nissan Frontiers (I put a set on my Xterra) but I think I’ve got to go with the fan blades on the 2004–10 Mercedes-Benz SLR McLaren. Ironically, they are the best-looking part of the whole car.”

Cadillac Tech Bronze Snowflakes

I mean, it’s a fact that no good wheels were designed after the ’70s, but if I had to choose a modern wheel … I’ve got a thing for the wheels they’re slapping on these performance Cadillacs. (That sound you’re hearing is two of our racing experts—Cam and Eddy—in violent agreement.) The brushed satin gold/bronze tone on these things is just fantastic, and I love the amount of sidewall you still get with these wheels. — Cameron Neveu

Chevrolet Silverado HD Alcoa Aluminum Wheels

Trucks don’t usually get highly stylized wheels. It’s always function first, then form. But as resident DIY guru Kyle Smith points out, sometimes the two marry up nicely. And of course, being the wrench-master that he is, he has personal experience with these things.

“The Alcoa aluminum wheels that Chevrolet specced on the heavy-duty lineup from 2000 to 2010 have aged gracefully and are one of the rare affordable options for those looking to add some flair to their eight-lug trucks without resorting to chrome 20-inchers or painted steelies,” he says. “After finding a set locally, I had them blasted and powder-coated for a great OEM+ look. They actually helped the handling of my big red Express since the aluminum wheels are so much lighter than the factory steel ones. The ride is a lot better, which might be a low bar with an ex-plumber van, but better ride and better look? That’s about as good as it gets.”

Land Rover Defender and Ford Maverick’s Modern Steelies

Modern adaptations of vintage ideas don’t always work, but when they do, they’re pretty special. Senior editor Grace Houghton laid out a compelling case for a wheel design that we’d otherwise overlook entirely.

“I’m a huge fan of steel wheels, whether OEM or aftermarket,” said Houghton. “This pretty white one is from the Land Rover Defender, a luxury-minded off-roader, but you’ll also find them on new vehicles as humble as the Ford Maverick. Burly yet handsome, and so functional … and don’t get me started on the powder-coated steel beauties made by Detroit Steel Wheel Company … no street-rod truck would be complete without a set.”

Tesla Cybertruck Wheel Cover

We were all scratching our heads when senior editor Sajeev Mehta nominated the shoes on the Cybertruck. However, in true Sajeev fashion, he took the idea of “favorite” and pivoted it to mean “favorite wheel design to laugh at.” Score one for loose rules! Here’s his explanation: “The Cybertruck wheel covers prove that you can try to ‘Silicon Valley’ your way into reinventing the wheel, but you’re just gonna embarrass yourself in the process with a design that goes past the rim and eats into the tire.”

Alphard Wheels from Mid-2000s Mercedes-Benz SL600

Associate editor Chris Stark decided to bend the rules a different way, celebrating a wheel design not for how it looked on the car that wore it originally, but for how the design would look on other cars. It’s Friday, so we’ll allow it.

“I’m partial to the optional Alphard wheels that were available on the mid-2000s Mercedes SL,” he said. “They look fine on the cars they came on, but like the Corvette Sawblade wheels, they look way better on slammed VWs.”

Morgan Super 3 Disc Wheels

Who doesn’t love a good set of discs? They’re similar in design to the aeroblade wheels of IMSA fame, but with a smidge of functionality pulled out in favor of a little more curb appeal. Our resident U.K. correspondent, Nik Berg, had this to say about the shoes on this very British Morgan Super 3:

“They’re very big. On a very small car. Look almost like military hardware on this otherwise quite dainty oddball.”

No notes. Hard to argue with that.

Surely, there are plenty of modern wheel designs that we overlooked. Do you have a few in mind? Sound off in the comments below!

***

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Retard the ignition, give it a smidge of hand throttle, and a thumbs up to engineer Dietmar Krieger. He braces and swings the starter for this supercharged four-cylinder race car and it explodes into stentorian cacophony. The single oval exhaust under my elbow jets out against the concrete walls of the Mercedes test track in Sindelfingen and straight back into my ears. Really should have worn those ear plugs…

I grip the big wooden wheel and press the leather cone clutch, wait a couple of seconds for things to calm in the four-speed crash ’box and push the soup-ladle–sized lever down by my right leg into first with a tiny graunch. Lift to the engagement point, press the center throttle and then straight up with the clutch. With a jerk and a growl, we’re off. You don’t slip cone clutches and my riding mechanic, museum engineer Manfred Oechsle, nods his approval. 

Second gear almost immediately, then double declutch into third with just a bit of rattle from the gears and smoothly into fourth; now we’re travelling and the square-set bonnet lifts like the snout of a hunting hound at the sound of the horn. This is where it wants to be, on a racetrack, giving its all, but it’s been a long time since it was last caparisoned for battle—100 years in fact. 

So many ways into this story: The winner that wasn’t; the red paint matched from a black-and-white photo; the power of research; the benefits of never throwing anything away; the perils of looking too closely… 

For 20 years, this car, an ex-works Mercedes (not Benz, though, as it was built just before the merger of the two companies) was displayed on a piece of fake concrete banking in the legendary Mercedes-Benz museum. The display card said this battered old warrior was the winner of the 1924 Targa Florio, driven by Christian Werner, the first non-Italian to win the Sicilian classic. None of it quite true…

To begin at the beginning, Werner’s “winner” was part of a team of five cars all driven down from Germany to Italy and across on the ferry to Sicily for this important race. Mercedes had won in 1922, but in 1924, the team was determined to consolidate its success. The 2-liter supercharged cars were fast, with fine handling and narrow bodies to suit Sicily’s narrow roads. The works team consisted of Werner in car no. 10, Christian Lautenschlager in car 32, and Alfred Neubauer—who went on to become the feted Mercedes-Benz racing team manager—in car 23. The fourth car was a spare used for training and reconnaissance, and there was a 1914 Grand Prix car there for show. 

The Targa Florio was created in 1906 by industrialist and auto enthusiast Vincenzo Florio, who had also created the Coppa Florio in Brescia. As an impresario he didn’t muck about, employing local artists to create driver’s medals and publishing a magazine, Rapiditas, which promoted the race and its entrants. 

The original course length was 92 miles on treacherous mountain roads, with over 3600 feet of elevation change and more than 2000 corners per lap, many of them hazardous hairpins with sharp drops. The weather could be highly changeable, the roads were unsealed, and the cars would slide around and create columns of dust. In those beast-like cars, drivers needed pluck and skill, and the first-ever race was won by Alessandro Cagno, an experienced racing driver in an Itala.

By the mid 1920s, the course had been changed in length, but if anything the event had gained in popularity. This was a time when the motor industry was still in its infancy. Big-ticket races were scarce. The 24 Hours of Le Mans was only inaugurated in 1923 and the Italian Mille Miglia was started in 1927. Grand Prix racing was nothing like the current Formula 1 championship, and hill climbs and speed trials were equally as important. Yet the public had an insatiable appetite for the spectacle of these early automobilistes, wrestling their huge, unwieldy, aero-engined brutes. 

By 1924, the Targa Florio was actually two races: the 268-mile Targa Florio, comprised of four laps of the bumpy, 67-mile course; and the Coppa Florio, a 336-mile race that was simply five laps of the same course.

Werner’s was the first victory by a non-Italian since 1920, and he led race from the start against fierce opposition from Giulio Masetti’s Alfa Romeo. He set the fastest laps in both races, and if you add in the Coppa Termini, the prize Mercedes claimed as the best team, then 1924 was a clean sweep for the Stuttgart firm. The extensive Mercedes archive reveals old files with the original gushing press reports of victory, as they praised the team’s practice strategy, running the length of the course several times and honing its pit work with well-drilled tire changes and refueling, which had reduced each pit stop to under three minutes. 

And it mattered. At this time, private car sales volumes were exploding and the development of reliable, high-speed engines and electrics in racing really did improve the breed—and also sold cars. 

What better automobile would there be to celebrate a century of Mercedes’ racing prowess than this red winner? So, in 2022, it was taken off its banking and rolled into the museum workshops. 

And why was it painted red? The international convention of the times was that German cars were white, British cars green, Italian cars red, and French cars blue. On the Targa Florio, however, there were tales of skullduggery, with partisan locals throwing rocks and other hazards in front of non-Italian, non-red entries. Red paint was Mercedes’ way of trying to confuse the issue; from a distance, its cars would look like Italian entries. 

“It’s not a disadvantage in an Italian street race to have your car painted red,” says Marcus Breitschwerdt, the boss of the museum. And you can see how last-minute this decision was, from the fact that in the original pictures, Werner’s car used mudguards borrowed from another car with the underside left in the traditional Mercedes white.  

Despite the importance of the victory, Werner’s “winning” car didn’t stay long in the works. In 1925, it was sold to privateer Wilhelm Eberhardt. It was entered for various races, but Eberhardt so loved driving it on the road that he had the narrow body widened to better accommodate his wife as a passenger and fitted a full windscreen and lights. Thus modified, it was repurchased by the factory in 1937, displayed in various museums, and then moved to the factory museum in Untertürkheim in 1961. 

Two years ago, once it had been moved into the museum workshops, the research began in earnest and it soon became clear that what was hoped to be just a “freshen up” would in fact be an extensive rebuild, as the car hadn’t run for many years. The archive also revealed a surprising and not entirely welcome discovery… 

Poring through the records it became clear that this wasn’t Werner’s winning car; it was the tenth-placed Lautenschlager car, number 32. The fate of Werner’s car is still unclear, but the archive revealed photographs of it smashed almost beyond recognition, so it seems likely it was scrapped. Was Eberhardt sold a ringer? No one seems to know.

Notwithstanding its marginally less glorious history, the museum decided to continue with the restoration of the Lautenschlager car. The body and drivetrain were removed from the frame and the body was placed in a full-length hot box to re-anneal the metal so it could be worked on without it cracking. The drivetrain was carefully stripped and the archive found the original engineering drawings and contemporary reports. 

“We never throw anything away,” says Breitschwerdt.

Repainting the car posed its own set of problems. For a start, the paint was a turpentine-oil–based coach enamel hardly used these days. The second issue was that, although the car was still red, it had been repainted at some point long ago. That paint had weathered over the years, and all the original photographs were in black and white. What, exactly, was the original’s proper shade? 

Experts were hired from the art conservation departments of local universities and paint samples carefully examined and analyzed. “We looked in places where the painters don’t like to sand,” says Volker Lück, a master furniture restorer who was charged with hand-painting the little racer with original-style paint of the correct hue.  

Trouble was, the turpentine-based paint had to be mixed by hand with the pigment, then applied and laid off with a brush, and there were 10 layers, each taking a couple of days to dry.

“Of course, on the days I did the job, there were squadrons of suicidal flies,” says Lück, “but in the archive there were stories of Mercedes having the same problems.” 

The engine had been designed by Paul Daimler, known as the “the king of kompressors” and his replacement, Ferdinand Porsche, who had joined Daimler in April 1923. This two-liter, twin-camshaft four-cylinder was lighter than the six-cylinder equivalent and with forced induction, it produced a healthy 125 hp. The clutch-actuated Roots-type blower merely needed a refresh, as did the roller-bearing crank, but one of the cylinder liners was damaged, the water jackets were badly corroded, and the camshafts had to be metal sprayed and ground back to original spec, together with new pistons and bearings and much hard work. 

“We had to do a lot,” says Krieger, a museum engineer. “It was a sobering experience.”

That was my first introduction to the car, stripped and battered, with much still to do, and with a clock ticking, for a serious program of appearances had been planned for the old racer in its centenary year. 

There were several false starts, but I finally got to meet the car for a drive at Sindelfingen on May 8. It felt like an appointment with destiny, no public relations fanfare, no pomp and circumstance, just this red car and a team of engineers from the museum. Truth be told, I felt as if I were Werner testing the machine for the first time over 100 years ago. 

A mizzle sweeps across the track and through the circular pits. The Mercedes looks millimeter perfect, with proportions straight out of a child’s picture book. Spattered with droplets of water, the claret-red coachwork undulates gently, showing every brush stroke and blow and scrape of the old charger’s life. 

“No build-and-block and no filler,” says Gert van der Meij of Dutch specialists MCW, which has done a fair bit of the heavy lifting in this restoration. They retained as much of the original car as possible. 

The museum engineers greet me like an old friend as I pull on overalls and a flying helmet. They’ve warmed the engine but it’s so cold they’ve had to blanket half the radiator to keep the heat in. 

A century on, it feels every inch a Mercedes works racer, from the reverence the mechanics show it to the obvious care and love that has gone into its restoration and conservation, without overdoing it. This was, after all, a race car. 

Frames back then were smaller, and they have to take the entire seat padding out to accommodate my generous six-foot build. I’m sitting on bolt heads in a bare aluminum seat shell. Apparently, former F1 ace Karl Wendlinger had to do the same, so I’m in good company. 

First job is to get the photographs, and while it’s geared down for the tight Sicilian corners, the old Mercedes hates the speed-restricted running, pulling and hunting at the leash anxiously to escape the attentions of Max Balazs’ Nikon. 

Then we’re on our own, Oechsle and I, a whole test track to ourselves. The old car exits one of the banked turns and as I enter the straight, it’s now or never…

“What amazes me is how responsive this car is,” Oechsle yells in my ear as I open her up on the long straight. He’s so right, this little Mercedes feels every inch a thoroughbred as it tears up the concrete, the engine rasping, the car vibrating and twisting, almost alive in my hands. 

It feels far from vintage—anything but a hundred years old—as I push the brakes into the banking and the nose dives toward the apex. There’s progression and precision here, with little lost movement, and the wheel can be minutely adjusted with none of the see-sawing required of some of its contemporaries. On the wide track it feels tiny, but as I push the throttle again for the next straight, it’s so eager, every inch the racer as it noisily dashes between the curves. Back on the race circuit after so many dormant years. 

“You won’t leave it to rot again, will you?” I ask Oechsle as we go for a cheeky next lap (it’s that sort of car). He shakes his head. Not at all.

You’ll see this amazing survivor, the winner that wasn’t, at this year’s Goodwood Festival of Speed and then again at Pebble Beach. Before that, it’s headed to Italy for the Emilia-Romagna Grand Prix at Imola, where Mercedes-Benz F1 driver George Russell will take the wheel. 

As I write, thinking back to the drive, Oechsle is right. The little car belies its 100 years and feels really quite modern in the way it drives. I hope he’s right and Mercedes does keep this Targa Florio racer in good running condition, if only to remind us where we’ve come from and the peaks of what we’ve attained. 

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These days, almost any vehicle on the road with even a hint of off-roading pretense sports some combination of boxy styling, tall tires, and hoisted bumpers front and rear. They’re dirt-aggro, in all—or most of—the right ways.

But that wasn’t always the case. Back in the 1990s, things got a little, erm, weird. Case in point: The two off-road oddballs you see here.

Meet contestant number 1, a 1998 Mitsubishi Pajero Jr. Flying Pug, a boxy, topply little thing with a face best fit for radio. The one seen here is part of Mecum’s Indianapolis auction, slated to cross the block on Thursday, May 16.

The Pajero Jr. was an off-road SUV produced for the JDM market exclusively between 1995 and 1998. Riding on the platform that underpinned the contemporary Mitsubishi Minica, a tiny little hatchback also only sold in Japan, the Pajero Jr.’s svelte footprint allowed it to fit under the “small size car” limitations of the Japanese government, thus lowering the tax burden owners would face when they bought the little two-door ute.

Despite the tiny proportions and a 1.1-liter, 79-hp four-cylinder engine, this thing had real off-road chops. Power routes through a wee three-speed automatic transmission that turns the rear wheels by default, but the real four-wheel-drive system offers high- and low-range capabilities.

To drum up interest in the little dirt devil, Mitsubishi created several special-edition versions of the Pajero Jr., including the Flying Pug. (Brief moment of appreciation for the idea of a snub-nosed dog cruising through the air. Probably with a cape, because these little cars are nothing if not optimistic.)

The Flying Pug was the third special-edition Pajero Jr., styled to look like a classic British car. Built from September 1997 to June 1998, the Flying Pug was Mitsubishi’s attempt to capitalize on the rising popularity of older British cars in Japan. The results were … well, not great. The contemporary motoring press criticized the Flying Pug for having an ugly face, and although 1000 units were planned, a mere 139 saw the light of day before Mitsubishi axed the thing due to slow sales.

Styling notwithstanding, this little fella is in remarkably good condition, with the wine-colored paintwork still shining brilliantly, and the gray interior showing very few signs of wear. According to Mecum’s listing, this one has plenty of nice features, including air conditioning, power locks, power windows, tinted glass, and a folding rear seat that gives our little Pugger quite a bit of cargo capacity. The odometer displays 116,044 kilometers, which translates to about 72,100 miles. Our regards to the brave soul(s) who bopped about in this thing.

Tea-time trucklet not really your vibe? Might we interest you in contestant number 2: The 1996 Heuliez Intruder convertible? This one-of-one concept, which debuted at the 1996 Paris Salon, will cross the block tomorrow at Bonhams’ Miami auction, and woof is it a sight to behold.

The shapely convertible bodywork comes courtesy of French coachbuilder Heuliez, a shop founded in the 1920s that spent decades designing buses and commercial vehicles through the 1970s but then turned to cars. Among Heuliez’s body of work are two ’80s rally icons: the Renault 5 Turbo, a mid-engine, boost-huffing, flared-fender Group 4/Group B monster, and the Peugeot 205 T16, a similarly riotous little hatch that nabbed two World Rally Championships in Group B.

This beast, however, is very much not of that ilk. The Intruder rides on the chassis of a Mercedes G320 off-roader—that’s right, there’s a G-Wagen under there. The bodywork is unique from the floorplans up, styled by and constructed under the watchful eye of designer Marc Deschamps. It’s part Tonka truck, part contemporary SLK, part G-Wagen, all absurdity.

Power comes from the G320’s M104 3.2-liter twin-cam inline-six, which is rated for 208 hp. The Intruder retains all the G320’s other running gear as well, including the four-speed automatic transmission; the live front and rear axles; and the locking front, center, and rear differentials. There’s a full 12 inches of ground clearance under there, meaning this thing could really get down and dirty if you needed it to.

The interior is mostly off-the-shelf Mercedes parts, including the seats, although those now wear wild blue leather. The convertible top is fully functional, according to the listing, and can either be stored in the trunk or removed entirely.

After a tour of the show circuit, where the Intruder wore many different paint jobs, including red, white, and the silver you see here, it arrived at DK Engineering, a restoration firm in England. There, the Intruder was treated to an extensive restoration that reportedly cost around $300,000. It was imported to the States earlier this year and is now offered for sale with promotional brochures, extensive documentation of the restoration, and much more.

You could have any old Bronco, Wrangler, or 4Runner for your off-roading exploits, but where’s the fun in that? If you want to go that extra step, perhaps you need a little Flying Pug or (a lot of) Intruder in your life. Variety is the spice … well, you know the rest.

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It’s official: Adrian Newey is leaving the Red Bull Formula 1 team next year to do—what? Now that he has made his departure formal, that’s the big question: Where will the greatest engineering mind in F1 go next?

According to Red Bull, Newey will pack up and go sometime in the first quarter of 2025. Newey is not a job-hopper—he has spent 19 years at Red Bull and has presided over up and downs, with substantially more triumphs than disappointments. Since he joined the team in 2006, Red Bull has won seven F1 Drivers’ and six Constructors’ Championship titles, with 118 race victories and 101 poles. There’s no question Red Bull driver Max Verstappen is a genius behind the wheel, but an unknown percentage of his winning equation is that he is driving an Adrian Newey car.

Until he leaves, Newey, Red Bull says, will focus his attention on the two-seat, 1100-horsepower hybrid RB17 track-only hypercar that Red Bull is developing. Production is expected to begin for 50 well-heeled customers in 2025. Reportedly, the car’s price will be about $6.4 million. “The final stages of development of RB17 are upon us,” Newey said in a statement, “so for the remainder of my time with the team my focus will lie there.”

After that, the motorsports world is Newey’s oyster. Every F1 team on the grid would love to have him, and some heavy hitters have made it known that they’d be willing to pay him big bucks for a contract. At the top of the list is Ferrari, which would be delighted to pair Newey with the newly hired Lewis Hamilton, the seven-time champion hoping to reinvigorate his career.

Not far behind Ferrari in the Newey lottery is Mercedes, which is on its own rebuilding program after losing Hamilton to Ferrari. And then there’s the perennially rebuilding Aston Martin, helmed by the uber-wealthy Lawrence Stroll, who, like Ferrari, has ostensibly made Newey an offer.

Somewhat less likely is that Newey, 65, would simply hang up his calipers and retire, a suggestion bolstered by the news that he has special-ordered a sumptuous yacht. Or, given the obvious pleasure Newey has taken in designing the world-beating RB17, there’s a chance that he could sign with an automobile manufacturer to build more road-going vehicles.

If you take one of his departing statements literally—“I feel now is an opportune moment to hand that baton over to others and to seek new challenges for myself,” he said—retirement doesn’t seem to be in the cards quite yet.

The smart money seems to be on Ferrari. Joining them in early to mid-2025 would arguably put him there too late to have much of an impact on the 2026 F1 car, which will be built under a new set of regulations, but he may be there in time to leave some famous Newey fingerprints on the car.

The F1 community waits with bated breath.

***

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Welcome to Homegrown—a limited series about homebuilt cars and the ingenuity of their visionary creators. Do you know a car and builder that might fit the bill? Send us an email to tips@hagerty.com with the subject line HOMEGROWN. Read about more Homegrown creations here. —Ed.

The beauty of constructing a ride at home is that the builder can master his destiny from the tire patches to the roof. That’s how Hagerty member John Augelli, of Watertown, Connecticut, viewed the CORBENZ he created with his buddy Eric Strachan.

By day these two worked as police officers. In their off hours, they toiled over their homegrown ride, investing four years and $80,000 in the effort.

Augelli explains, “When this project started 25 years ago, Eric and I admired the look and feel of the Benz 280SL ‘pagoda’ but longed for the extra guts of a V-8. Simply swapping the German six for an American eight was unimaginative so we connived a more elaborate approach we christened CORBENZ.”

At age 16, Augelli began working on cars, starting with a rust-eradication effort on a ‘59 Ford Country Squire station wagon. “I needed $100 to fund a trip to the Cape so I pitched the repair job and earned the assignment,” he says. “After purchasing a bodywork reference book, a grinder, plastic filler, and steel wool, I went to work. Fortunately, the wagon was white so that my less-than-perfect finished surfaces looked fine.  My persistence yielded a great time at the Cape.”

Thirty-five years later, Augelli had all the skills needed to collaborate with his buddy, who owned the Mercedes SL. “Our donor car was a 1987 Corvette coupe we bought at a salvage auction,” Augelli says. “Most of the Vette’s bodywork was trashed but the parts we were interested in—powertrain, frame, and chassis—were all salvageable. I focused on the labor while Eric covered out-of-pocket expenses—for upholstery, an engine overhaul, chrome plating, and the outside labor that was required.

“Picking the Corvette for running gear made sense because the C4’s wheelbase and track dimensions were close to the 1969 Mercedes we started with. Once I had whacked the lower part of the SL’s unibody structure, there was no turning back. The Corvette also had an aluminum radiator, plastic leaf springs, and aluminum brake calipers, which suited our needs. Its 5.7-liter V-8 with 240 horsepower was mated to a 700R4 automatic transmission. Our goal was tuning this custom’s personality to mimic my loud and obnoxious charm!

“Several of the tasks we faced were challenging.  One was moving the V-8 engine five inches forward in the Corvette chassis. That in turn required relocating the steering linkage for clearance and adding five inches to the long aluminum beam that ties the rear of the transmission to the front of the differential. In addition, the rear wheelhouse openings had to be moved two inches to clear the 17-inch wheels and tires we added. And the original factory headlamps had to be reworked to clear our much wider engine.

“The first test drives occurred in 2004. Practically everything worked as expected with the major exception being GM’s tuned-port electronically controlled fuel injection. After struggling with it for some time, we stripped that off, replacing it with a new more readily tunable Edelbrock four-barrel carburetor and intake manifold.

“Eric enjoyed driving our creation for several years before deciding he’d rather own the 1966 Ford Mustang GT K-code in my garage. After negotiating a swap, my wife and I drove the CORBENZ for thousands of miles. It never ceases to impress enthusiasts we encounter in traffic or at the gas station.

“Entertainment celebrity Howie Mandel once noticed this sports car in Mystic, Connecticut, inquiring if it was for sale! That Cosmos Red finish never hurts.

“Some critic once asked why I messed up such a valuable classic. My answer to him was, ‘Because I could!’”

***

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Few cars are as blatantly outrageous as homologation specials. That’s my first thought as I gaze at the massive wing and aero-sculpted fender flares of the 1990 Mercedes-Benz 190E 2.5-16 Evolution II before me. One of 502 examples built to push through a host of go-fast bits that Mercedes hoped would help secure the German Touring Car (DTM) championship, this Evo II is as garish as a base 190E is staid. But, as I’d soon discover, to judge the Evo II by its looks alone misses the happy dissonance that makes this particular Mercedes so special.

As I walk toward the driver’s door, my first-impression incredulity mixes with the mythology that has long surrounded this car—how the original 190E 2.3-16 prompted BMW to create the M3, the ensuing knockdown drag-out battles, and the eventual DTM championship captured by Klaus Ludwig behind the wheel of an Evo II—to create some pretty lofty expectations of what it’s like to drive. The Evo II might not be my hero car, but it’s a hero car to many, and I’m about to meet it.

Before delving into the drive, though, a bit on the Evo II’s background…

The 190E, which debuted in 1982, owed its existence to the then-new U.S. Corporate Average Fuel Economy standards: Mercedes-Benz needed a smaller, more efficient model to help boost its fleet’s economy. To that end, the Bruno Sacco–designed small Merc was a departure for the company, but a necessary one if it wanted to play in the growing U.S. luxury segment. Despite its size, the W201 (the 190E’s internal chassis designation) adhered to the safety, durability, and luxury standards applied to Mercedes’ full-size cars. Multilink rear suspension—an industry first—contributed to the baby Benz’s handling and stability, and the platform itself was inherently robust. It was an excellent foundation for a small luxury car, but also an ideal starting point for racing.

Though the company refrained from factory participation in racing, a decision that came out of the tragic crash at Le Mans in 1955 that killed 84 people, Mercedes had planned to make the 190E available for privateers in the World Rally Championship. The Audi Quattro’s all-wheel-drive dominance rendered the Benz’s rear-wheel-drive configuration obsolete before it could even enter that series, however, and the company decided to turn to German Touring Car racing. There was one catch—the 190E’s M102 2.3-liter four-cylinder engine’s 136 horses didn’t exactly set the world alight.

To wake up the engine, Mercedes turned to Cosworth, which developed a 16-valve head that upped power significantly, to 183 hp in Europe and 167 in the U.S. The car now had the motivation it needed to take to the track, but to complement the newfound power and round out the new 190E 2.3-16 package, the car received a wealth of additional upgrades. Subtle bodywork tweaks reduced its drag coefficient and lift, and a dog-leg five-speed Getrag manual was fitted, as was a limited-slip differential. Larger sway bars, along with stiffer springs and dampers, made up the major suspension changes, and the steering ratio was quickened.

Privateers took the 2.3-16 DTM racing beginning in 1985 and met with some success—not championship-caliber results, but enough, evidently, to convince BMW to get in on the game. In 1987, BMW rolled out its M3 with full factory support. This move prompted Mercedes to finally get off its duff and commit to its own works effort.

Mercedes debuted the 190E 2.5-16 Evo I in 1989 and quickly sold 502 copies to make it racing-eligible. The larger 2.5-liter engine produced 201 hp, wheel diameter went up to 16 inches to accommodate larger brakes, and the steering got quicker still. The Evo I’s body wore larger fender flares and a more aggressive rear wing, though it wasn’t nearly as dramatic as what was to come. These tweaks still weren’t sufficient, however, as Audi, too, had joined the DTM, and competition was getting ever more heated.

As a result, in 1990 Mercedes introduced the Evo II, the ultimate homologation iteration of the 190E. Revised induction and exhaust, improved engine management, and a 7800-rpm redline yielded 232 horsepower, while 17-inch wheels found their way to all four corners. The biggest change, though, was to the bodywork. The teardrop-look fender flares don’t exactly fit with the Sacco design, and the wing out back looks like a ’90s German interpretation of a Plymouth Superbird. But the important thing was that it worked; the car’s drag coefficient was just 0.29, and Mercedes had the tweaks it needed.

Given the fierce competition, it took a couple years of campaigning, but 1992 would be the 190’s year. In the hands of driver Klaus Ludwig, the Evo II brought home a championship for Mercedes.

More than 30 years hence, the Evo II remains revered. But why? Rarity doesn’t automatically make something special, nor does it guarantee a rewarding experience, especially in the case of limited-run specials primarily designed to get the racing program what it needed to win. With that question in mind, I pulled at the Merc’s door handle and slipped inside.

With the door closed, it’s easy to forget you’re in a homologation car. Everything presents as very standard 1980s-era Mercedes, with materials and finish that reinforce the solid, durable reputation these cars have always enjoyed. Then you look around and begin to notice the details: The bolstered seats look a touch out of place in the otherwise sober interior. The familiar gauge font displays a rather un-Benz–like 7800-rpm redline, and the shifter shows a dog-leg five-speed pattern. Tiny, aero-prioritized side mirrors sprout from the base of the front door windows—the left rectangular, the right smaller, stubby and square, with just enough reflective material to flash the presence of someone diving next to you into a corner. Look through the rearview mirror and you’ll see the window cover that reduces what’s visible out back—DTM rules specified that rear wings couldn’t block the field of view, so Mercedes’ solution was to effectively reduce the size of the window to hide the wing. Clever.

I pull the shift lever toward me and down to engage first. The dog-leg ‘box only takes a moment to get used to, and while the one-two shift is clunky—this is no drag racer—having second and third in alignment makes for straightforward gear changes, and surely helps minimize the potential for money shifts on track. The slide between gates is slightly stiff and the action is somewhat plastic-y, but it’s precise and never feels dainty or fragile. At speed, a healthy rev match helps smooth out notchiness during downshifts.

On the note of rev-matching, the pedals are well-spaced and the footwell offers plenty of room despite the car’s diminutive size. Clutch take-up is smooth, the grab point rather broad.

Once underway, the car immediately feels small—tiny, even. The short dash and upright windscreen, low window-sill height, and short hood punctuated by the three-pointed star at the front all contribute to a feeling of taut dimensions. Visibility is excellent, with the exception of what’s behind you, of course.

A couple miles into my journey, the dissonance begins to take hold. The Evo II does regular car things exceptionally well: It cruises over expansion joints without a care, idles smoothly, and sounds sporty, if not overly eager. This is not the manic, high-strung car the exterior suggests, and I’m reminded that no matter how exotic “homologation special” may sound, the competence of the platform underpinning it still goes a long way toward determining a car’s personality.

Then I lean into it and immediately see what the fuss is about. Around 6000 rpm, the induction noise comes alive, a guttural four-cylinder inhale that only gets better as the revs increase. The engine has plenty of torque lower down, but it wants to play up high and barely lets up by redline. The shifter seems to improve under increased urgency. The suspension setup, soft by today’s over-sprung standards, deftly controls body roll and isn’t the least bit flustered through mid-corner undulations.

It’s the steering, though, that’s the star of the show. Deceptively light, you could be tricked into thinking you were piloting a mid-engined car based on the steering’s weight and the degree to which it communicates. Though Mercedes quickened the steering incrementally from the 2.3-16 to the Evo I to the Evo II, it’s not so sharp as to be twitchy, and paired with the ever-composed suspension, it makes for what might be the most dialed-in, communicative front end of any front-engine car I’ve ever driven.

The beauty of the Evo II lies in its deftness; it’s not a monster you have to wrangle. It’s utterly balanced—communicative but not frenetic. Intense for how engaging it is, but not physically demanding. It asks for your skill, not brute force, and because of that, it’s the kind of car you could drive hard and enjoy for hours on end. And, not that you would, but you could easily daily an Evo II—it didn’t sacrifice any of its abilities as a means of transportation to become one of the most rewarding sport sedans in history.

Unfortunately, there’s a price for this level of fun, and it’s not cheap. Although the Hagerty Price Guide does not carry the Evo II, we do track their sales. Given their comparative rarity, they naturally come up for sale less frequently than their predecessor, the 2.3-16: Over the past five years, 24 Evo IIs have sold at auction, compared to 60 transactions for the much more common 2.3-16. The average transaction price for an Evo II during that time period is $296K. For context, a #2 (Excellent) condition 190E 2.3-16 comes in at $50,800. Values for this platform as a whole are on the rise, however, with the three-year change for the Evo II coming in at +9.7 percent, while a #3 (Good) condition 2.3-16 is up 2.4 percent (and 10 percent since the beginning of 2024).

The peak of the DTM-influenced 190E spectrum is rarefied air, and prices of top-flight examples began to ramp up their trajectory in 2022. The 2.3-16 that Niki Lauda piloted at the 1984 Nürburgring “Race of Champions,” for example, fetched $344,102 at a 2023 RM Sotheby’s sale. A famous butt in a seat couldn’t trump rarity, though, as a 3317-mile pristine Evo II sold at the end of 2023 for $544,000.

Expect this trend to continue for the Evo II, even against market headwinds. The collector status of homologation specials, particularly those from the ’80s and ’90s, is becoming more firmly ensconced with each passing year. Demographics help that cause—72 percent of buyers seeking quotes for the Evo II are Gen X or younger.

Outrageous as it appears, the Evo II’s clinical execution offers a near-perfect drive that I won’t soon forget. This car sits at the confluence of rarity and experience, which has solidified its collector status without question—here’s hoping those fortunate enough to afford one don’t hesitate to put it to use.

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Complain about journalism in America if you want to, but compared to journalism in Europe, we are the arbiters of accuracy and fair play. That’s why it is so much fun to see what publications across the pond are saying about the apparent departure of Adrian Newey—the man who began working as an engineer and designer for Red Bull in 2006 and has guided the team to Formula 1 greatness. Driver Max Verstappen, undeniably, has aided his success.

According to the European F1 media, Newey is either leaving Red Bull tomorrow, or at the end of 2026, or someplace in between.

Regardless, there’s no question that Adrian Newey is Formula 1’s current prom queen, apparently being asked to the big dance by a variety of well-heeled suitors.

There’s Lawrence Stroll, head of Aston Martin, who reportedly (these Newey stories use the word “reportedly” a lot) offered Newey $100 million to leave Red Bull.

There’s Ferrari, which reportedly is willing to match Stroll’s offer to have Newey come to Maranello and reinvigorate the career of driver Lewis Hamilton.

And there’s Mercedes, which is the quietest of the key suitors, but there’s no question it would welcome Newey with open arms and an open checkbook.

Since Newey is 65, the subject of outright retirement has come up. What does he have left to prove?

A little background on Newey for readers who aren’t F1 geeks: In 1980, after he graduated from college, he began working in Formula 1 for the Fittipaldi Formula 1 team. The next year, he moved to March, and began designing race cars. His initial project was the March GTP car, which won the IMSA championship twice.

In 1984, he went to work on the March IndyCar. His design won the 1985 and 1986 IndyCar championship and the Indianapolis 500 both years. He returned to March’s F1 design team, but moved to Williams in 1991, where Newey’s star really began to rise. In 1992, Nigel Mansell drove Newey’s FW14 chassis to a constructor’s championship, Newey’s first of many.

His time with Williams ended in 1997; he departed with a solid record, though, of 59 wins for his cars, and four world championships.

Next up was a long stint with McLaren, from 1997 to 2005 with titles in 1998 and 1999, and very nearly in 2000. The later years were less productive, and Newey departed for Red Bull in 2006. His influence was felt early on, but the team did not become a genuine contender until 2009, with Red Bull finishing a close second in the constructor’s championship.

In 2010, Red Bull won the constructor’s championship with driver Sebastian Vettel. In 2011, Newey’s car took 18 of 19 pole positions, and won 12 races and the constructor’s championship. Repeat championships came in 2012 and 2013.

Starting in 2014, Newey’s car suffered from using Renault’s turbo V-6 engines, and it wasn’t until the 2019 switch to Honda power that the team became competitive; in 2020, Red Bull was second in the constructor’s championship.

In 2021, it all came together again. Newey’s design, paired with driver Max Verstappen, won the driver’s championship, and they’ve been dominant ever since. At this point in the season, Verstappen and team driver Sergio Perez lead the standings in driver’s points, and Red Bull leads Ferrari 195 points to 151 in the constructor’s standings.

So why would Newey want to leave Red Bull? Reportedly—there’s that word again—he is upset about the internal handling and investigation of a complaint lodged by a female employee against team principal Christian Horner for alleged inappropriate behavior. An internal inquiry dismissed the charge. Is that so upsetting to Newey that he would leave a place he was worked, with great success, for 18 years?

According to the European media, yes. Apparently Newey is under contract with Red Bull until the end of 2025, and there are multiple reports that there’s a 12-month no-compete stipulation included in that contract, so Newey wouldn’t really be available to work for a new employer until the 2027 season.

Yet “Wow! Adrian Newey is reportedly leaving Red Bull,” reads the headline on Top Gear. And “Red Bull stunned by shock news F1’s top designer Adrian Newey to leave,” in The Guardian. And “F1 rumor: Adrian Newey decides to leave Red Bull ahead of formal resignation.”

Oops, that headline is from Sports Illustrated.

Regardless, the F1 media must have some sort of soap opera underway 12 months out of the year, and it’s Adrian Newey’s turn under the microscope now. No one denies that his departure, imminent or otherwise, is Big News in racing, but until he decides his next move, it’s just fodder for dozens of talented headline writers.

Stay tuned, bloke.

***

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The next chapter of Mercedes-Benz’s inimitable Geländewagen has finally arrived. Behold, the Mercedes-Benz G 580 with EQ Technology, a mouthful of a name that we invite you to skip, instead referring to the vehicle as “the electric G-Wagen.”

With 579 hp, 859 lb-ft of torque, an independently controlled electric motor for each wheel, and heaps of luxury- and off-road-minded tech, the G 580 with EQ Technology electric G-Wagen looks to poised to continue this nameplate’s prodigious capability and its halo-vehicle ethos. Let’s dig in.

The new electric G-Wagen sits atop a modified version of the steel ladder frame used by the gas-powered version. Modifications to the frame allow the massive, 116-kWh lithium-ion battery to sit inside the rails, helping to lower the G’s center of gravity, which is always a plus for an off-road vehicle. (A low C/G helps on-road, as well.) Mercedes hasn’t announced range figures yet, but it says that via DC fast-charging, the battery can go from 10 percent to 80 percent charge in as little as 32 minutes.

Mercedes went to great lengths to protect the pack from the sort of damage possible in hairy off-road conditions, the sort that this vehicle is designed to tackle. (More on that in a bit.) The battery pack is housed inside a torsion-resistant casing that uses a one-inch-thick carbon-fiber bash plate on its underside: surely an expensive piece to replace should you ding it badly enough. Mercedes engineers chose to use carbon not only because of the material’s strength, but also because of its light weight compared to a similar plate of aluminum or steel. The carbon plate, according to Mercedes, weighs just 127 pounds; a similar plate made of steel would weigh three times as much.

Immense off-road capability is part of the G-Wagen‘s ethos, and approaching the question of capability from an electric standpoint enabled engineers to employ some truly wild solutions. Each wheel on the electric G-Wagen is powered by its own 145-hp electric motor, the first time a series-production Mercedes has used “individual-wheel-drive.”

Two motors and a single inverter are fitted at each end of the vehicle in a housing that mounts to the frame. Each motor has its own transmission capable of a 2:1 gear reduction, thus giving you a low-range crawling ratio. Combined system output rings in at 579 hp and 859 lb-ft of torque, and Mercedes says the electric G-Wagen can hit 60 mph from a standstill in just 4.5 seconds. Top speed is electronically limited to 112 mph.

While the gas-powered G-Class employs actual lockers for the front, rear, and center differentials, such mechanisms aren’t needed on the electric one. Instead, the electric G-Wagen will feature “virtual lockers,” which will precisely meter out torque to each individual wheel on the fly to simulate certain locked-diff conditions. Control of these virtual diff-lockers is entirely automatic, meaning drivers won’t have to pick and choose which ends they want to be bound up in the middle of a hairy situation.

The suspension setup loosely mimics that of the gas-powered G-Class. The electric G uses an independent layout with double wishbones up front and a solid axle in the rear, just like the other Gs, but the rear axle on the electric one is a De Dion design, chosen because it better accommodates the electric motors. Adaptive, adjustable dampers will come standard on all electric G-Class models.

The sum capability of the new motor setup, the new suspension layout, and that low center of gravity afforded by the battery pack is thus: Mercedes says the electric G-Wagen can climb “100-percent” grades on “suitable surfaces,” which means it can scramble up 45-degree slopes. Ground clearance between the axles is 9.8 inches, and maximum fording depth is 33.5 inches: Both figures best those of the gas-powered G-Class. Approach, departure, and breakover angles are 32, 30.7, and 20.3 degrees, respectively. (Mercedes hasn’t yet released those stats for the gas versions.)

In addition to three on-road drive modes (comfort, sport, and individual), there are two off-road modes, “trail” and “rock.” Rock mode will trigger that 2:1 gear reduction mentioned earlier and restrict the vehicle’s top speed to 53 mph.

By programming each wheel’s motor to work independently, Mercedes’ engineers were able to work in some neat features that could be useful off-road—or at Hollywood curbside parties. The first is known as “G-Turn,” which will rotate the vehicle on the spot by turning the wheels on either side in opposite directions. It sounds useful in theory, but you can only activate it if your electric G-wagen is on a specific type of surface (flat, covered with a loose substance) and if you initiate a long, unintuitive sequence of vehicle commands. Safety is the best reason for this narrow use case, of course; but, despite Mercedes’ best intentions, we won’t be surprised if some owners scrub a few tires showing off the feature to their friends on pavement.

The next function is called “G-Steering,” which reduces the turning circle of the electric G by spinning each wheel’s motor to rotate the vehicle over the inside rear wheel, eliminating the need for multi-point turns in certain situations.

The modern G-Class is famous for cosseting its inhabitants in a truly lavish cabin, and the electric G-Wagen continues that tradition. All versions of the G 580 will feature the latest iteration of Mercedes’ MBUX infotainment system as standard. Here, the system will operate via dual 12.3-inch screens, one in the center and one in front of the driver.

There are unique features such as an “Off-Road Cockpit” that will provide an overview of the most relevant off-road information and allow quick access to functions that enhance this thing’s exceptional off-road capability. One such function is the “Transparent Hood,” which will utilize the 360-degree camera to project a virtual view of what’s in front of the vehicle, allowing the driver to precisely place the big G while navigating tricky parts of a trail.

When it arrives in the United States for the 2025 model year, the electric G—erm, G 580 with EQ Technology—will be offered in just one configuration, the “Edition One.” You can have yours in five paint colors: South Sea Blue Magno, Moonlight White Magno, Moonlight White Metallic, Arabian Grey, or Obsidian Black Metallic. Predictably, for a special edition vehicle, it will come with stylistic flourishes, such as blue trim inserts on certain exterior bits, blue brake calipers, blue carbon-fiber interior accents, and more.

Two packages that will be optional on later versions—the AMG Line and Night Package—will come standard on the Edition One. Between the two, upgrades include 20-inch AMG 10-spoke alloy wheels painted in black, tinted exterior lighting elements, black exterior mirrors, special Silver Pearl and Black Nappa leather for the interior, and more.

How much will all of this cost? Mercedes hasn’t released pricing information yet, but you can expect it to be priced like a luxury status symbol. For those fortunate enough to get ahold of one, what’s on offer looks sure to impress.

***

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Four months into this series, we have seen three discarded vehicles built in (West) Germany: a 1974 Ford Capri, a 1981 Volkswagen Vanagon, and a 1984 BMW 325e. Conspicuously missing from that lineup is a vehicle made by the manufacturer that built the very first car 136 years ago, so today we’ll take a look at an example of the most legendary of all the Mercedes-Benz S-Classes, a 380 SE recently found in a Denver self-service yard.

This car is a W126, which fits in the S-Class pantheon between the W116 and the W140 and was sold in the United States for the 1980 through 1991 model years. In my opinion, the W126 was the best-built Mercedes-Benz of all time and probably one of the best-built motor vehicles of all time, period (the Toyota Century beats the W126 in that department).

Most W126 models were quite a bit more expensive (in inflation-adjusted dollars) than the current S-Classes. This one had an MSRP of $43,030, or about $131,043 in 2024 dollars. If you wanted the king of the W126s in 1984 (the 500 SEC coupe), the list price was $57,100, or $173,892 in today’s money.

Because those prices were so steep and the Deutschmark was so weak against the dollar during the early-to-middle 1980s, tens of thousands of American car shoppers bought W126s in West Germany and imported them via the gray market, saving plenty of money but enraging American Mercedes-Benz dealers (who eventually succeeded in lobbying that loophole closed). This car was imported via legitimate dealership channels, but I’ve found quite a few gray-market Mercedes-Benzes of this era during my junkyard travels, including a 1980 280, a 1980 500 SE, a 1981 380 SEL, and a 1983 500 SEC.

Because these cars held together so well, they still show up regularly in car graveyards around the country. This 380 SE has low miles for a thrown-out W126, but I’ve found a couple of these cars showing better than a half-million miles on their odometers.

This one looks to have had a solid body and nice interior when it arrived here, but even a W126 is going to have the occasional mechanical problem and repairs tend to be costly.

This car had a stack of parking tickets from Longmont, Colorado, under its wipers, though, so it may have been a good runner that got towed away and auctioned off due to unpaid fines.

This being a 380, its engine is a 3.8-liter gasoline-fueled SOHC V-8 rated at 155 horsepower and 196 pound-feet of torque. For 1984, American Mercedes-Benz W126 shoppers could also get a 300 SD powered by a straight-five turbodiesel with 123 horses and 184 lb-ft of torque or a 500 SEL/SEC boasting 184 hp with 247 lb-ft.

Because 1984 S-Classes weighed between 3685 to 3870 pounds—featherweight stuff by the standards of 2024—even the oil-burners were tolerably quick (the current C-Class is hundreds of pounds heavier than this 380 SE, while the ’24 S-Class outweighs it by more than a half-ton).

In Europe, the 1979–84 S-Classes with non-V-8 engines could be purchased with manual transmissions, but all U.S-market W126s came with mandatory four-speed automatics.

This 380 SE will be crushed, but we can hope that many of its parts will live on in other W126s.

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A few years ago, I was at a cars and coffee, walking down a row claimed by a British Car Club. An owner of a super-clean Lotus Evora caught me checking out their car and came over to tell me about it. “Less than 2000 miles,” was the first thing he said. “Nice,” I responded, but the conversation didn’t go much further—I didn’t know what else to say. I appreciate that others enjoy keeping a car factory-fresh, but the allure of keeping miles off a car has always escaped me—instead, it’s always seemed natural that distance covered equates to adventures and memories.

I can’t be the only enthusiast of high-mileage vehicles. After all, Matt Farah’s million-mile Lexus LS400 earned tons of well-deserved media attention. Bill MacEachern’s 800k-mile 1976 Porsche 930 Turbo is a revered feat of automotive endurance. These high-mileage stories, along with a few recent sales, got me thinking: Surely we have data at Hagerty that show which cars are appreciated specifically for their ability to rack up miles. Among those figures, I had a theory that I’d find that some people are willing to pay more for vehicles with extensive history or extremely high mileage. It was time to dig into the numbers and find out.

Rolling through the Numbers

I assembled the hundreds of thousands of auction transactions in our database that have odometer data and set about determining the parameters of my search. 300,000 miles was the benchmark—you’d be surprised how regular 200,000 miles is these days (even my daily driver Toyota is about to roll over 250,000). I also tightened the net to exclude vehicles that no longer had their original engine. High-mileage enthusiasts would care about originality—the pride is in the maintenance and the longevity, after all. That disqualified some impressive survivors, like this 603k-mile 1990 Toyota Pickup, but it did help hone the data set to the cream of the high-mileage crop.

This left just under 150 vehicles sold on online auctions dating back to 2015. A quick caveat: Auction sales are admittedly not a complete view of the market, but they provide data we can see. There’s no question other models, like Cummins-powered Dodge Rams and Power Stroke–equipped Fords are racking up the miles and commanding good money, too—they just tend to transact privately, where mileage and other details are often unavailable.

The 300K+ Club

That filtered the data to our finalists. For anyone who appreciates a long-lived ride, this list is probably not very surprising.

All of the top high-mileage cars come from Japan or Germany—countries with a reputation for overbuilding their vehicles, at least when these particular models were constructed. Mercedes-Benz still offers high-mileage awards, with the million mark as its highest threshold. In fact, Mercedes was so confident in the reliability of its cars that it installed the industry’s first six-digit odometer on the 1971 350SL. It would take nearly 30 years for the rest of the industry to completely forgo the old five-digit odometer.

The only car from a non-German or Japanese manufacturer with three or more sales above 300K miles is the Volvo 1800—not surprising considering one was driven over 3.2 million miles. The model tied two other German cars (the BMW E28 5 Series and Mercedes-Benz W124) and two other Japanese cars (Honda CRX and the third-gen Toyota 4Runner) with three each. The Volvo 240, a favorite of our media team, would have made the list if it weren’t for a few engine replacements.

Tied for first are the FJ60 and FJ80 Toyota Land Cruisers, which, if you’re at all familiar with these trucks, is not shocking. These vehicles were designed with one purpose—to last forever in the harshest environments on earth. This is from a company who overbuilds everything to begin with: Over 42 percent of the vehicles in this data set are Toyotas. This isn’t limited to their trucks, either—some of their sports cars have racked up some serious mileage. Recently, this 388K-mile 1993 Toyota Supra Turbo sold for $52K after fees, and this 421K-mile 1991 Toyota MR2 sold above our #4 value at the time. Clearly, bidders weren’t turned off by the astronomical mileage, and maybe they were even bidding because of it. More on that in a moment.

In third place is the Mercedes W123. While offered in a variety of body styles and engines, the only ones we saw make it past our mileage threshold were diesels, mostly 300s and a couple 240s, with eight of the 11 wearing a wagon body. The Mercedes 300TD wagon has a reputation (rightfully so) as one of the longest-lasting cars ever built. In fact, the car with the highest mileage on our list is a 1979 Mercedes 300TD, which was driven 782K miles by the time it sold in 2021. The only issues reported at the time of sale were that the A/C didn’t work and the cruise control would sometimes kick off. That’s it.

Fourth place finds a tie between the 100-series Toyota Land Cruiser and the first-generation Toyota 4Runner (combined with the pickup it was based on). In a few years, it’s likely that the 100-series Land Cruiser will sit at the top of this list—we have seen 51 transactions of vehicles with between 200,000 and 300,000 miles.

High Mileage Means…A Higher Price?

Having identified which cars occupy this rare air, I set out to determine whether there’s a market premium for extreme high mileage. Since mileage usually correlates to the sale price of a vehicle, I plotted price vs. mileage and added a linear line of best fit between the two. If we see “extreme-mileage” vehicles more often sell above this line, then there is likely a premium. For this, we only included sales since 2023 so we won’t have to adjust for a fluctuating market.

Looking at sales of our top three vehicles—the Toyota Land Cruiser FJ60 and FJ80, and the Mercedes W123—the one with the least convincing data is the FJ60. Let’s start there.

There is a clear trend line where price decreases as mileage increases—as expected. Plenty of examples with a lot of miles sold above this trend line, but this 1988 Toyota Land Cruiser FJ62 with 373,358 well-documented miles sold for $26,250—an outlier sale. That was a higher sale price than 43 percent of the FJ60s in the chart with fewer miles. One thing that made this Land Cruiser so desirable was that it had been owned for 35 years by a single family, who took exceptionally good care of it.

This trend becomes much more clear when looking at the next generation of Land Cruiser, the FJ80.

Here, we see two high-mileage outliers above the price vs. mileage line. The first one, a 467K-mile 1997 Land Cruiser sold for $17,295—higher than 40 percent of the FJ80s with lower mileage on this chart. What’s even more surprising is this truck was involved in a collision with another vehicle in 2014, and it doesn’t have the desirable triple-locking differentials. A 519K-mile 1995 Land Cruiser pulled in an even higher price at $18K—just under our #3 condition value.

The smaller data sets in the scatter plots illustrate specific examples, but if we expand the view to look at all FJ80 transactions regardless of time or mileage, and group them into mileage brackets, an interesting trend emerges:

As expected, median sales price falls as the mileage bracket gets higher. But, when mileage surpasses 400K, there is a significant bump in median sales price (+39 percent). You could argue that these auctions sites will be more strict with the overall quality of the vehicle as the mileage moves into this range, which could be contributing to the higher sales prices. But, going back to the scatter plot and comparing vehicle to vehicle, extreme high mileage looks more like a selling point and less like a liability.

Compare this 519k-mile 1995 Land Cruiser to another 1995 Land Cruiser with “only” 256k miles. Both are the same model year, both have three locking differentials, and both were sold on the same auction site within the same year. While the 256K-mile one has half the mileage of our outlier, it sold for 42 percent less ($10.5K vs. $18K). You could argue the condition is slightly better on the high-mileage example, but not enough to account for such a high premium. Besides, if a collector is concerned with mileage, they would likely have been scared off by 256,000 miles, much less 519,000. The bidders left in auctions like these are not only unafraid of high mileage; they appear to see it as a bragging right. When rarity corresponds to collectibility, there are much fewer 500K-mile Land Cruisers than 200K-mile ones, and bidders seem to be responding.

We saw this same phenomenon in the FJ60. Examples with over 400K miles had a median sale price above ones with between 300K and 400K, but at only a 2 percent premium. However, there was only one sale with mileage above 400K, so I decided to exclude the chart from the story.

The same phenomenon presents itself in our final vehicle—the Mercedes W123. For simplicity, we’ll stick to just the 300TD wagon—the most common W123 in our high-mileage list.

This time, it is actually two sales of the same car only a couple months apart. This 422K-mile 1982 Mercedes 300TD was bid to $12K after fees, but the winning bidder failed to pick up the car. It was then relisted two months later, where it was bid up another $1300 to finally sell for $13,387—higher than half the cars with lower mileage in our data set. This proves that the first sale wasn’t a fluke, and instead may have drawn more attention to this 300TD with such extensive history.

Again, this trend wasn’t just seen in our reduced dataset. When expanding to include all 300TD wagon sales, the median sales price for cars with 400K–500K miles is 16 percent higher than ones with 300K-400K miles and six percent higher than 300TDs with half the mileage at 200K–300K miles.

There is, however, a limit to this madness. While 300TDs with 400K–500K miles sell for a premium, this is not true for vehicles with more than half-a-million miles. To be fair, the two cars with over 500K miles are well over that bar. This 632K-mile 1984 Mercedes 300TD was in pretty rough shape when it sold in 2022. Even so, its $8558 final price was 10 percent over #4 condition value at the time, proving it still sold better than other cars in similar shape. Same story with the 782K-mile 1972 300TD mentioned earlier. While it was in better shape overall, you can’t argue that three-quarters-of-a-million miles might place it as a #4 condition car. However, its $9579 final price was 50 percent over the our #4 condition value at the time.

Long May That Odometer Turn

I might not have found a fellow traveler in the owner of that low-miles Lotus, but when I reached out to Jessica Dickinson, the woman who bought that 782K-mile 1972 Mercedes 300TD Wagon (which she has affectionately named Bella), I discovered someone who shares the idea that the right car can be a long haul companion.

“You see, my family has a bit of a history with rock-solid Mercedes with more miles on them than you can shake a stick at,” she shares in an email. “So when I stumbled upon this absolute treasure of a 300TD on Bringatrailer.com, boasting mileage that would make your head spin, well, I just couldn’t resist.” When she won the auction, she got a one-way ticket from her home in Asheville, North Carolina, to Phoenix to pick up the 300TD.

“Armed with nothing but a cigarette lighter fan and a cooler packed to the brim with ice and beverages, and a tank full of fuel, Bella and I set out on the journey of a lifetime,” says Dickinson. “We cruised down Route 66, cutting through the desert heat like a pair of outlaws on the run, well more of a jog, she is a non-turbo diesel after all. Up I-70 we climbed, into the majestic Rockies, with Bella purring along like a champ. And let’s not forget the endless stretches of corn country, where the only thing sweeter than the scenery was the sound of Bella’s engine humming beneath us.”

The two made it home, and Dickinson shares Bella with friends, encouraging them to make their own memories. The numbers bore out my idea about a niche affinity for high-mileage cars, but at the end of this journey, it was the people who proved the passion.

***

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Lamborghini’s Countach may have been the quintessential poster car from the 1980s, but for those who wanted insane-for-the-era power wrapped in something other than a wedge-shaped supercar body, AMG was the place to go. Their heavily tweaked Mercedes-Benz sedans and coupes from the ’80s and ’90s came to epitomize executive excess, but they also delivered serious performance in an impeccably executed package. With this era’s resurgence in popularity, AMG-massaged Mercedes once again find themselves in the spotlight, resulting in a stronger auction presence (with five headed to Amelia’s auctions) and some big sales in the last 18 months. Several factors conspire to make these cars a bit tricky to price on anything but an individual basis, but that hasn’t dissuaded burgeoning enthusiasm for big-body Benzes with thick rolling stock. 

AMG’s methodology from the get-go wasn’t earth-shattering, but it certainly was effective. The “big engine is good, but bigger is always better” approach led to the creation of their famous 6.8-liter V-8-powered 300SEL 6.3 “Red Pig” race car, which briefly terrorized smaller saloons on track. The theme carried into the 1980s, with the tuner upsizing Mercedes-Benz V-8s (and straight-sixes as well) and sticking them into often-aggressively bodied big Benzes. Their magic caught on, and soon AMG had licensed their modifications to partners across Europe, Japan, the U.S., and Australia.  

This network of licensed installers presents the first layer of complexity for these cars—since there was never one uniform system of tracking construction, it can be hard to pinpoint exactly how many of each model were made. This can make verifying authenticity a challenge, too, but extensive documentation of a car’s history does mitigate this somewhat.

The next factor for consideration is the presence of original equipment, especially those big engines. The dual-overhead cam mills were finicky, and parts for them were costly—over time bits became considerably harder to find, too. As a result, once these cars depreciated fully and reached their third or fourth owners, many reverted to less powerful but more reliable Mercedes engines to keep their cars on the road.

This 1995 Mercedes-Benz E 60 AMG Limited, on offer with Broad Arrow at its upcoming Amelia Island auction, represents an original, well-documented example of the model, and pre-merger AMGs generally. (Pre-merger refers to the era when AMG operated as its own company prior to being bought by Mercedes.) To commemorate the end of their internally-hotrodded 500E (called the E 500 beginning in 1994) sedan, Mercedes-Benz created the E500 Limited. Wearing patterned door cards, seat and steering wheel inserts, the 17-inch wheels from the 190 E 2.5 16 Evolution II, and other cosmetic features, only 951 500E Limiteds were produced. For some, though, the 322-horse 5.0-liter DOHC V-8 wasn’t enough, which is of course where AMG stepped in with the E 60 AMG Limited. As was standard practice, the mill got swapped for one with a good deal more power and cubic inches, in this case a 381-horsepower 6.0-liter V-8. AMG-tuned suspension and exhaust, along with those trademark deep-dish thick-spoke monoblock wheels complete the package. It’s thought that a mere 45 examples of the E 60 Limited exist. 

The E 60 Limited’s rarity presents its own challenges. Unlike the Mercedes-Benz 300SL, which has enough sales and repeat sales to set a clock to (or create an index, which Hagerty analysts have used to great effect), with so few examples trading hands it’s hard to easily characterize the E 60 Limited’s values via public sale. The most recent public listing of a well-sorted example was in 2023 at Artcurial’s Rétromobile auction, and it failed to meet reserve. Another example with some corrosion and non-original front seats transacted last July at $117k, and in 2020 before the full effect of the pandemic boom took place, an E 60 that appears to be a Limited but was not marketed as such sold for $93k in Monterey. 

From the full-size 500 SEC to the entry-level C36 to convertible SL models, AMG produced a wide variety limited-run models during this time. The low volume is a big part of these cars’ appeal, and also what makes them challenging to value.

That said, the sparse comparable sales of the rarer models and necessary homework of sifting through documentation hasn’t deterred buyers by any stretch—people have shown they are willing to pay for the right examples. Given the increase in popularity of these collector AMGs, more are beginning to come to market, and the buyer knowledge base is beginning to grow.

Buyer demographics skew quite young for pre-merger AMGs, almost surprisingly so. According to our policy data, about 52 percent of early AMG cars (pre-C36) are owned by Millennials. Another 34 percent are owned by Gen X, and just 14 percent are owned by Boomers. 

Hagerty manager of valuation analytics John Wiley believes the pre-merger AMG market has matured significantly in recent years and still has a lot of runway ahead of it: “With people bidding deep into six figure amounts on these early AMG cars, they’re requiring documentation and those unique AMG features,” says Wiley. “In other words, exactly what serious collectors look for when buying valuable vehicles. With the youthful demographics, this market looks like it has room to run.”

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The Mercedes-Benz 300SL coupe is never out of the spotlight for long. And for good reason—it remains one of the most acclaimed automobiles ever built. Today, though, marks a special moment for the model—on this day 70 years ago, the 300SL debuted at the New York International Automobile Show.

Now a centerpiece of any car collection fortunate enough to have one, the 300SL was a sports car ahead of its time. Known for its hallmark gullwing doors, extraordinary power, and technological advancement, it remains among the most acclaimed automobiles ever built. And, as is often the case when it comes to European cars of the 1950s, we have Max Hoffman to thank for its existence in the U.S.

The 300SL was a direct descendant of the Mercedes-Benz W194 race car that won the Carrera Panamericana and 24 hours of Le Mans in 1952. Hoffman, an influential U.S. importer who was responsible for popularizing European cars in America, convinced the Stuttgart automaker that the German sports car would be met by an eager American market. He was right—so right, in fact, that seven decades later a 1954–57 300SL coupe has an average value of seven figures, even in #4 (Fair) condition. When new, the car sold for $6820 (equal to about $77,252 today).

When unveiled on February 6, 1954, the Mercedes-Benz 300SL (W198) was applauded for its elegance and innovation. Powered by a water-cooled 3.0-liter overhead cam straight-six engine, it was the world’s first four-stroke production passenger car to be equipped with output- and efficiency-enhancing direct fuel injection. With 215 horsepower, the 300SL had a top speed of 155 mph, making it the fastest production car of its day.

The 300SL’s unforgettable styling was dictated by its engineering: the lightweight coupe’s rigid 110-pound space frame supported the engine, transmission, and axles, but left no room for conventional doors. That resulted in the 300SL’s most distinctive feature—upswinging doors that hinged at the top and, when open, gave the look of a bird extending its wings. The car almost immediately gained the nickname “Gullwing” throughout the media and with the public, although Mercedes-Benz never calls it that. In fact, the original hand-typed manual referred to the doors as “trap doors.”

While the gullwing doors look impressive when open, getting into the 300SL is a little more difficult than a car with standard doors. The driver and passenger have to sit on the sill and swing their legs inside before sliding onto the seat. Regardless, buyers seemed to consider it a minor inconvenience.

To gain publicity for the new 300SL, Hoffman turned to one of his regular customers, racing driver Briggs Cunningham, to purchase the first one (serial number 198 040 4500003) from his showroom.

The car has changed hands three times since Cunningham bought it, the last time in 2013 when it was purchased by Dennis Nicotra.

“It’s the greatest car, and I love it, and most people that have them love them,” Nicotra says in the above Hagerty video featuring the car. “But it’s about as impractical as you’d ever want it to be. When you see what it takes to get in and out of this car, it’s quite a chore… but driving it, it feels great, it looks great, it performs exceptionally well. They’re just a joy.”

They also draw plenty of attention.

“This is such a great car to own,” Nicotra says. “No matter where I go, people stop and ask about it.”

The market for the 300SL coupes, of which approximately 1400 were built, generally remains strong, although it does fluctuate. Last month, Barrett-Jackson’s annual Scottsdale auction yielded the dramatic sale of a 1956 Mercedes-Benz 300SL for $3.41 million, the highest amount ever paid for a 300SL steel-bodied coupe. That sale may have been an outlier though, according to John Wiley, Hagerty manager of valuation analytics.

“Generally, the 300SL market is becoming more sophisticated, as values for cars with great provenance are pulling ahead of those without,” Wiley says. “Oftentimes, that means unrestored and only one or two owners from new. The 300SL Gullwing auctioned by Barrett-Jackson was restored by a model expert, but it only has a partial ownership history. Yes, the 300SL market is improving, but we’ve often seen how Barrett-Jackson’s prime-time audience produces unrepeatable prices, and this concours restoration 300SL is one of the latest examples.”

Though that record sale might not be indicative of the 300SL market as a whole, it’s a shining reminder of how the car always finds its way back into the spotlight.

“The 300SL played an important role in the United States … [and] really showed the best of what Mercedes-Benz could offer,” says Michael F. Kunz, manager of Mercedes-Benz Classic Center USA. “… It is Mercedes-Benz.”

***

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For various reasons, including legality and corporate secrecy, concept cars are generally destroyed by their automakers after public display. It doesn’t matter whether the concept births a production vehicle—or, as in this case, whether the concept was even a running and driving car. This engine-less Mercedes-built egg, built in 2020 to showcase a new generation of its MBUX infotainment system, should have been eliminated. Somehow, it wasn’t, and now it’s sitting in an Atlanta scrapyard.

Found last month, this suicide-door egg first cropped up on Reddit in April 2023. It does, technically, have four wheels—someone removed the lower “skirt” that originally hid them—but Mercedes never intended the outside to be anything more than the barest shell: The goodness is inside.

Found this weird thing in the local scrapyard
byu/Alodarsc2 innamethatcar

Click through the slideshow, and voila—the sumptuous, screen-decked interior that set the standard for the seventh-gen S-Class, as well as for the all-electric EQ models. Mercedes calls the setup MBUX (Mercedes-Benz User eXperience), while BMW calls its infotainment system iDrive, or Jeep uses “UConnect.” Each is a catch-all term for what an occupant sees and interacts with, including the digital displays, touch-sensitive and otherwise. Now in its third generation—the one which brought Angry Birds to Benz dashboard screens—MBUX was entering its second generation in 2020 when this egg was built to showcase it ahead of the launch of the 2021 S-Class.

MBUX debuted in 2020 with a host of features that we typically associate with laptops and smartphones, including face, voice, and fingerprint recognition, not to mention touch-sensitive displays, gesture recognition, cloud connectivity, and 16 GB of RAM. The second generation was “even more digital and intelligent,” reads the press release, touting upgrades to hardware and software, and emphasizing the system’s ability to work with other vehicle systems (such in-cabin cameras and weight sensors in the seats) and sensor data: “For example, the exit warning function in the S-Class now uses cameras to recognize that an occupant wants to leave the vehicle.”

Born in 2018, the second-generation infotainment system is most obviously recognized by its portrait-oriented touchscreen, an OLED model measuring 12.8 inches from corner to corner. Mercedes planned to install it in a bevy of models and chose the 2021 model year S-Class as the first recipient: A fitting choice, given that the model has long been a company flagship, and thus, the birthplace of its most innovative features.

In the past three years, that touchscreen has trickled downward in the brand’s hierarchy of vehicles and for 2024 appears in its second-smallest SUV, the GLC. Several higher-level, all-electric models—though not the S-Class—have already replaced it with a bigger one, also running the MBUX software: The truly massive Hyperscreen, three displays behind one sheet of glass measuring 56 inches diagonally and stretching nearly A-pillar to A-pillar. Sometime after the egg’s debut in 2020 and its scrapping—as recently as nine months ago, though we can’t be sure—Mercedes fitted the Hyperscreen to the egg. Since pre-production concepts are terrifically expensive to build, and a new design always needs extensive testing, this seems like a logical install.

Other non-screen features from this egg concept appeared in the S-Class, such as the seats, with their plush pillows, and the beautifully machined speaker grilles.

What is the future of this particular concept? In all likelihood, the same as it ever was: The crusher. Mercedes, whose U.S. HQ is in Atlanta, clearly has no use for it, and only the most masochistic of auto-computer geeks would venture to maintain this. That said, if you or your friend plan to swoop in and save this weird German egg, let us know: You’re our kind of weird.

***

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As 2023 winds to a close and we turn our attention to what lies ahead, a moment of reflection is due for cars that won’t see another year. In true end-of-year fashion, we’re feeling a bit dismayed about a few vehicles that are making their way to the big parking lot in the sky. We’re also happy to show a handful of vehicles to the exit.

Presented here, in no particular order, are five cars that we’ll miss come 2024—and five that we most certainly won’t. Be sure to join us in the comments: Which of our choices do you agree with? What other vehicles should have made the list?

We’ll miss:

Chevrolet Camaro

We’ve already covered the Camaro’s demise in extensive detail, from the last sixth-gen to roll off the assembly line (a manual ZL1 1LE) to four unique models that time forgot. But to say we’ll miss the Camaro remains an understatement.

Over six triumphant generations, the Camaro stoked the pony car wars to ever-increasing heights. With no word yet from Chevy on any sort of succession plans, there’s an Alpha-platformed hole in our hearts. The sixth-generation car was a genuine performance masterpiece, gifting the Camaro with a superb chassis that finally matched (or even exceeded) the heroic powerplants found under the hood. Pour one out, folks: The loss of this one stings.

Dodge Challenger/Charger

If the Camaro was the athlete of the Detroit muscle crowd and the Mustang was the icon, then the Dodge Charger and Challenger siblings were the ones you wanted to hang with at a party. Their boisterous demeanor and ability to meet buyers at seemingly any price point meant that there was a Mopar solution for everyone.

While there are rumblings of a new gas-powered Challenger on the horizon, and Dodge snuck a new vehicle silhouette into a holiday ad, such a vehicle will likely ditch the rumbling Hemi V-8 in favor of a twin-turbo inline-six. The Challenger and Charger names may endure, but their ethos will change significantly. For that reason, we mourn the demise of the Mopar twins.

Audi TT

When Freeman Thomas sketched out the first lines for the Audi TT, few could have predicted the impact the car would have—not just on Audi’s trajectory, but on the entire world of automotive design. When the Mk1 TT hit the streets in 1998, it was an immediate success. Early examples are now starting to find a place within the collector-car zeitgeist.

The TT spanned three generations over 25 years, but it will not see the calendar turn over again. Little sports cars like this are a hard segment to survive in, but the TT managed to do so without ever sacrificing the avant-garde styling that made the first one such a revelation. The gorgeous green going-away present pictured above is one of 50 Final Edition cars, all of which are coming to the U.S. The TT departs this world with its head held high—for very good reason.

Kia Stinger

The shapely proportions of a four-door liftback, a 365-hp twin-turbo V-6, all- or rear-wheel-drive, and genuine sporting intent … from a Kia? That was the thought clanging around much of the automotive world when the Stinger arrived in 2017.

Kia wanted to use the Stinger to change the public’s perception of the company from rental-fleet-chic to something a bit more aspirational. The success of the Stinger in that regard is up for debate—the Telluride did more of the heavy lifting—but the fact that the Stinger was a genuinely interesting machine is fact. Like the Pontiac GTO—yes, we went there, figuratively and literally—the Stinger was an attempt to get buyers to pay attention. Unfortunately, the Stinger was always in for an uphill battle, and 2023 marks the year it finally waves the white flag.

Audi R8

Over two generations, Audi’s mid-engined supercar shone as the brand’s most aspirational product. It may have been overshadowed a bit by the Lamborghini Huracán, with which it shared a platform and engine, but the R8 was no snoozer.

After a few years of coasting down the depreciation curve, first-gen R8s are starting to catch the eyes of collectors. Heck, we put it on last year’s Bull Market List (though, one year on, it hasn’t ascended to the heights we thought it might.) Perhaps the second-gen cars will experience a similar fate one day. This author certainly hopes so, because he has a bit of a soft spot for the R8. Way back when I first left college 10 days early to start my first job at Car and Driver, the Audi R8 was the first car I was allowed to drive—very slowly, through the parking lot of Virginia International Raceway over to the gas pumps. Still counts.

We won’t miss:

Fiat 500X/Jeep Renegade

We won’t miss either of these two, but our distaste for each stems from different places. The Fiat 500X and the Jeep Renegade were basically two adaptations of the same basic platform and drivetrain by two different brands.

We’d consider the Jeep the more appealing of the two, because, well, Jeep, but neither model wowed the American buyer. The 500X always felt quite compromised and uninspired, with European styling that failed to translate to our shores. The Renegade, while cute, is a spendy (just shy of $30K) proposition that’s also priced too similarly to the Compass ($27,495), a more spacious offering. Sales for the Renegade have plummeted in recent months, while sales of the 500X never really took off.

Mazda MX-30

Sold exclusively in California, the Mazda MX-30 was kind of destined to be a flop. With a 35.5-kWh battery and a meager, EPA-estimated electric range of 100 miles, this thing was handily outgunned by the competition by the time it arrived. Small and cramped, with a rear-hinged second-row door that opens like those on older extended-cab pickups, the MX-30 felt like the bizarre answer to a question almost nobody asked. That it won’t survive another year might just be in the best interests of everyone.

Mercedes-Benz CLS-Class

For a while there, the Mercedes-Benz order catalog reminded us a lot of the menu at The Cheesecake Factory: We’re sure many of the offerings on hand are quite tasty, but the sheer volume of options triggers paralysis by analysis.

The CLS-Class was initially pitched as a style-forward tweener that employed the E-Class chassis and a copious amount of sweeping bodylines. (It also fell into that silly camp of “four-door coupes” at which we loved to roll our eyes.) When Mercedes announced in 2022 that it would begin trimming its product lineup to focus on core offerings, we knew the writing was on the wall for a few of these go-betweens. For 2024, the CLS-Class is no more—not that most will notice.

Jeep Cherokee

Let’s make one thing clear here: We do miss the Jeep Cherokee. We just won’t miss this Jeep Cherokee.

Revived in 2014 for a lower-rung model situated below the costlier Grand Cherokee and above the Renegade, the Cherokee nameplate has, for the better part of a decade, come to denote a unibody crossover SUV that never could quite hack it against the competition. The nine-speed automatic gearbox was a consistent disappointment and the interior always lagged behind the competition in terms of finish, design, and quality.

Maybe we can all just forget this thing ever happened and agree to envision the loveable, boxy XJ when we talk about Jeep Cherokees. What do you say?

Kia Rio

Normally, we’d lament the demise of yet another affordable car that could be had new with a warranty for under $20,000. But in the case of the Kia Rio, we’ll hold our tongues. Ask gearheads to explain what they picture when you say, “Kia Rio,” and you’ll quickly hear jokes about engines flying through the hoods and tales of generally terrible build quality.

The current Rio is a fine car, but fine doesn’t cut it in a segment where the profit margins are thin and sales trends are only pointing down. In reality, there’s probably room for two, maybe three offerings in the subcompact sedan segment these days in America, and Nissan’s Versa and the Mitsubishi Mirage will carry this banner into 2024.

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Eight hundred and sixteen horsepower. That’s what you get when a four-liter biturbo V-8 and an electric drive unit combine forces in the new Mercedes-AMG SL 63 E Performance.

It’s a mighty step up from the AMG SL 63 with its 585 horses and makes it, not just the most powerful SL in history, but the most powerful Mercedes model in production—excluding the very-limited-run 1063-hp AMG One, of course.

Like the AMG One the new SL 63 E Performance borrows from Formula 1 with its hybrid system designed for maximum power delivery in short bursts rather than a long-distance all-electric range. The battery pack, which sits above the rear axle is only 6.1 kWh in capacity, but with its 400-volt architecture can deliver 150 kW of peak power, or 70 kW continuous. The cells are direct cooled to keep them at optimum temperature for ultimate performance.

The e-motor is a permanently excited synchronous unit with an electrically switched two-speed transmission and a mechanical rear axle limited-slip differential. By acting on the rear axle AMG says the power is delivered more directly, and its location also helps with weight distribution. Drive from both power units can be directed to the front axle via the fully-variable AMG Performance 4Matic all-wheel drive system.

Give it everything and AMG SL 63 E Performance will burst from rest to 62 mph in just 2.9 seconds and will charge on to a top speed of 197 mph. On the topic of charging, there’s a 3.7 kW on-board unit to top up the battery, but most of the energy put in will be from recuperation, with four different levels of regenerative braking, including a one-pedal mode, which can send up to 100 kW back to the battery.

There are no less than eight different AMG Dynamic Select driving modes ranging from Electric to Race, which map engine, transmission, steering, damping, and sound to suit the driver’s desires. The super SL will generally start in silence and can be driven for around eight miles on the battery alone before the V-8 joins the party.

From the outside there’s little to distinguish the E Performance from the lesser SL 63, beyond the charging flap, grooved trapezoidal tailpipe trims and fender badges, but hidden away are some unique aerodynamic tweaks for improved high speed stability. Up front there’s an active spoiler which drops by just over 1.5 inches above 50 mph to create a venturi effect that reduces front axle lift. At the rear an extendable rear spoiler deploys at the same speed and has five different positions depending on speed and drive mode.

Suspension is by AMG Active Ride Control with semi-active roll stabilization and there’s active rear-axle steering for extra agility. Braking is covered by ceramic composite discs with six-piston front calipers and single-piston floating calipers at the rear.

Moving inside you’ll find electrically-adjustable AMG sports seats with built-in massage feature, and Nappa leather with diamond quilting. Color and trim options are almost limitless under the Manufaktur program, and the MBUX multimedia system features extra menus to monitor the car’s hybrid powertrain.

This generation of SL will be the last before Mercedes-Benz goes fully electric so AMG is clearly keen to show the benefits of adding amps to its performance portfolio. On paper it looks like they’ve pulled it off, but the proof will be in the driving. We’ll have to wait until 2024 for that, when pricing and on-sale dates will also be announced.

The post AMG unleashes the most powerful SL ever appeared first on Hagerty Media.

A near-silent SL is the latest project to emerge from Moment Motor Company, a specialist in EV-swapping classic cars.

The Austin, Texas firm has previously electrified icons such as the Porsche 911, BMW 2002 and Mini, as well as offering e-motor replicas of the Porsche 356 and 550 Spyder and will sell its Mercedes-Benz 280 SL as a turnkey car or offer conversions to existing owners.

A fully-built Moment 280SL Signature will set you back $250,000, or if you have a car already, fitting the electric powertrain is $135,000. In either case the SL’s 2.8-liter, 168-hp straight-six is swapped out for a significantly more powerful 300-hp three-phase permanent magnet motor, which also offers up 370 lbft of torque. There’s a 62 kWh battery which is claimed to provide 175 miles of driving range, and the SL’s braking system, power steering, heating, and air conditioning are all updated to electric systems.

Moment says that it “employs state-of-the-art CAD imaging to create 3D models of each vehicle  in order to seamlessly integrate EV batteries and other powertrain components. Maintaining the weight balance and handling feel of the vehicle is just as important as the exhilarating rush of the EV powertrain so careful attention is paid to preserving as much of the driving character of the original as possible.”

“Our primary purpose is in thoughtfully reengineering iconic vehicles like the 280SL with electrification and modern components,” adds Founder Marc Davis. “While the passion for these vehicles has endured throughout the decades, their functionality hasn’t stood the test of time. Through our tried and true design process, we offer collectors the ability to take highly celebrated but seldomly used vehicles from their collections and convert them with electric drivetrains for everyday usage.”

Aside from the omission of emissions and the tailpipe from which they would emit, Moment leaves the exterior of the SL alone, although, for our money, we’d have preferred a more delicately integrated charge point than the one bolted to the rear. Inside the only visible changes are the fitment of a small central screen at the front of the transmission tunnel and the replacement of the gear selector with a trio of buttons.

“Our builds reverently retain the integrity and design of the original vehicle while safely applying the fun, smile-inducing exhilaration of EV power,” says Davis, but what do you say? Let us know in the comments.

The post This $250,000 Mercedes is an SL-ectric restomod appeared first on Hagerty Media.

Midnight in faux Paris: Tourists stand near the Eiffel Tower waiting to catch a glimpse of Formula 1 cars roaring past. According to the official schedule, Free Practice 2 has just started.

I refer, of course, to the Paris Hotel & Casino in Las Vegas. Home of Petit Eiffel, and like every other faux destination hotel and all the casinos in this city, it doesn’t have clocks. They prefer guests lose track of time when most are being separated from their money.

It was supposed to be quite the opposite for Liberty Media, the owners of Formula 1, who watched the clock as they gambled big. They fully expected to run the tables in Las Vegas during their week in control of the city, confirming the sport they manage has entered a new epoch—whether die-hard fans care to look past the Petit Eiffel and see it or not.

Three and a half hours earlier, however, during Free Practice 1, a loose water valve cover on the track surface struck midnight, destroying one car and damaging another, and their $600 million Cinderella story turned into a giant pumpkin. But just for one night.

Welcome to the Formula 1 Heineken Silver Las Vegas Grand Prix. What better location to host such an event than a place built upon an oasis of the real and surreal, descended upon by rabid race fans from across the globe? Who lustfully fantasize about endless possibilities in a city whose motto is “What Happens In Vegas Stays in Vegas”? It’s also where many locals pray it would all just go away.

The locals almost got their wish.

Free Practice 1 ran for all of eight minutes before it was canceled to make repairs to the track. Nearly six hours later FP2 got underway and ran without an incident.

Except for one minor detail.

In the city which hosts the biggest names and best shows in the entertainment industry, it was as if Liberty Media said to magician David Copperfield, “hold my beer,” and made every fan disappear.

The order requiring everyone to leave came down at 1:30 a.m., and within 30 minutes all of the grandstands and F1 Paddock Club suites were empty. Poof. Gone. “Logistics” was the reason given: concerns over transportation issues of the fans exiting the circuit, including the delay of the track operations team reopening the streets for public traffic by the 4 a.m. cutoff.

Fans attending the first day of the most hyped race on the F1 calendar witnessed just eight minutes of cars on track.

One of the motivations for this late-night schedule was to please the global television audience. Take Paris (the city) for example, home of the magnificent structure Gustave Eiffel completed in 1889. Multiple time zones separate the original in France from the imitation in the Nevada desert. The French are part of the large European fan base, targeted to watch the televised Vegas sessions during their daylight hours, and less concerned with the 1.25 million or so American viewers who tune in for each F1 race.

Similar to the appeal of the seven million people who pay to ascend the real Eiffel Tower each year, instead of the multitude who trek to Las Vegas, walk past the scaled-down version copy for free, and consider that good enough. This probably suits many Parisians just fine, as it means fewer tourists and less need to mutter to themselves about American tourists.

According to Applied Analysis, a local data crunching and consulting firm, the overall economic impact of F1 coming to Las Vegas was projected to exceed $1.3 billion. That’s double the projected economic impact of the upcoming Super Bowl to be played there in February, 2024.

Applied Analysis did not measure the frustration and anger of a significant part of the Las Vegas residents who grew tired of months of construction, fought snarled traffic, and had little interest in the sport to begin with.

All this should not diminish the view many have of Liberty Media and what it is attempting to accomplish in Formula 1. Mercedes team principal Toto Wolff was extremely vocal in the press conference following the opening night incident:

“It’s FP1—how can you even dare trying to talk bad about an event that sets new standards to everything?” was his retort to a question asked by an American journalist. “You are speaking about a f—— drain cover that has been undone. That has happened before. That’s nothing, it’s f—— FP1.

“Give credit to the people that have set up this grand prix, that have made this sport much bigger than it ever was. Liberty has done an awesome job and just because a drain cover has become undone we shouldn’t be moaning.”

Toto has a point. If every other professional sport is measured in eras, Formula 1 must be measured in epochs.

The first, the Historic epoch, ran from the sport’s launch in 1950 when Ascari and Fangio won early and often, covered Sir Jackie Stewart’s dominant reign from the late 1960s to early 1970s, and ended when Mario Andretti captured his lone World Championship title in 1978.

Second is the Bernie Ecclestone epoch. From the late 1970s, when the diminutive British businessman outmaneuvered Jean-Marie Balestre, President of the FIA (FISA before that), in securing the ability to negotiate the international television rights for Formula 1. This transformed the already glamorous racing series into a commercial and economic giant in the world of sports. Over the following three-plus decades, he made himself, the FIA, and virtually every F1 team owner and backer more money than anyone thought possible.

In 2016, at a $4.6 billion purchase price, began the Liberty Media epoch.  A period when people with no prior knowledge of motorsports have become ardent Formula 1 fans. Yes, thanks in part to Netflix’s Drive to Survive streaming series, but more so to leadership which drives change, no matter the costs. A 23-race schedule which has teams, especially the crews, stretched to their limits. More races than ever before in the Middle East. More consistent races than ever before in the United States after a period of start-stops in different cities and states.

Plus, international bankers, hedge funds, celebrities and athletes investing in the sport. A time where the value of an established F1 team may be worth more than the Dallas Cowboys, the New York Yankees, or Manchester United. And if you believe the paddock gossip, Apple is in talks with Liberty Media to secure all of the international broadcast rights at a cost of $2 billion per season. Good times. La Belle Époque indeed.

Perennial winner Max Verstappen offers a slightly different view than Toto, one that many understand and appreciate. The three-time F1 world champion referred to the Las Vegas event as “99 percent show and 1 percent sporting event.” He went on to describe his mandatory appearance at the Wednesday evening opening ceremonies, where each team of drivers were introduced as they were elevated on platforms along the front straight as, “…just standing up there looking like a clown.

“Some people like the show a bit more, I don’t like it at all. I grew up just looking at the performance side of things and that is just how I see it… So for me I like being in Vegas, but not so much for racing.”

The main attraction and highlight of the show was the race itself, very possibly the best actual racing of the 2023 F1 season. There were 50 laps of serious battles, especially at the front of the field with Charles Leclerc, Sergio Perez, and Verstappen fighting for the lead. The cool evening temperature meant longer runs and less degradation on the Pirelli tires. The Dutchman captured his 18th victory of the season. Leclerc passed Perez on the last lap to snatch a much deserved second place for Ferrari. More of this type of action on the 2024 calendar will grow the popularity of the sport in the United States. A middle-aged American man we came across summed it up during the grid walk: “I don’t know anything about Formula 1, but this is fantastic.”

Those comments are surely music to Greg Maffei’s ears. The CEO of Liberty Media is directing the seismic shift from traditions of motorsport to an all-encompassing entertainment experience. More fan engagement through an opening ceremony with driver intros, concerts, driver post-race interviews off site (in front of the Bellagio fountains), and a podium constructed on the front straight, minutes following the race, bringing the victory celebration front and center to the fans who paid $2500 for their main grandstand seats.

The action started earlier in the week, too, with a host of launch events, special liveries and parties keen to please sponsors. Even the recently constructed MSG Sphere was a star of the weekend with its bright, fluorescent advertising emanating from its more than 1 million LED bulbs, beginning as early as Tuesday’s The Netflix Cup that featured an F1 driver and PGA Tour golfer crossover event promoting two of Netflix’s biggest sports shows. F1 took the Sphere over for the weekend as well and temporarily ushered U2 out of its residency in the process. While U2 may still not know what they’re looking for, it appears F1 now does.

Is it all a bit over-the-top for Verstappen and the old-school purists of the sport? Yes. And get used to it.

No grand prix would be complete without celebrities and athletes appearing in the corporate suites and on the pre-race grid. Las Vegas was no exception… Brad Pitt, Patrick Dempsey, Sofia Vergara, Usain Bolt, and David Beckham to name just a handful. And that’s before the onslaught of new celebrities who appeal to the coveted younger audience introduced to the world via social media, and appeared all over various platforms. It’s a content-driven event in a content-driven series.

During driver introductions, no one received cheers louder than Lewis Hamilton, while no one endured such a chorus of boos as Max Verstappen did a few moments later.

I am not sure if actor Owen Wilson was on the Las Vegas grid or not. He should have been. Wilson starred in Midnight in Paris, the 2011 Woody Allen film about a writer from Hollywood who goes to Paris for vacation and travels back in time each evening of his visit. His character, Gil Pender, is obsessed with nostalgia. At midnight he is driven first to the 1920s where he meets Hemingway, Fitzgerald, Dali, and Picasso. Next he travels further back to La Belle Époque, the Golden Age. He sits in a restaurant and listens to Toulouse-Lautrec, Gauguin, and Degas.

What a beautiful time it was. From around the 1870s to the beginning of World War I in 1914 the arts, culture, science, and architecture flourished. Building great things are not always appreciated at first. Gustave Eiffel faced significant pushback and criticism from Parisians during the design and building of his tower. Once completed it was the main attraction of the 1889 World’s Fair and quickly became a cultural icon and a global destination for travelers of every generation.

Gil Pender ultimately decides as wonderful as it was, there is no future in living in the past.

The Liberty Media epoch is here. It will hopefully be remembered for capitalizing on the enormous growth and redefining sports entertainment industry while respecting and honoring the lessons and rich history of Formula 1. Enjoy it. One day, this epoch will fall. Another will rise.

Louis-Hector Berlioz, the great French composer, whose life ended just as La Belle Époque began, said it best: “Time is a great teacher, but unfortunately it kills all its pupils.”

***

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As you read this little story about a Mercedes-Benz recall of eight—yes, eight—vehicles, try to mentally calculate what the total administrative cost might be.

Seems the problem began with the “car wash mode,” a feature that we didn’t even know the 2020 Mercedes-Benz GLS580 had. Presumably punching the car wash button on the infotainment screen prepares the vehicle for a car wash by, we suspect, tucking in the mirrors and that sort of thing.

Apparently, car wash mode also causes the sunroof to close, which you might think would be good. However, the National Highway Traffic Safety Administration says it’s a bad thing. There’s a chance, NHTSA says, of injury, assuming that you maybe have a hand or a cheerleader sticking out of the sunroof when the roof tries to close.

Mercedes says the emergency-reopen function, should it detect an impediment such as a thigh, still works. (The function, by the way, is called “anti-pinch.”) So, you say, what’s the problem?

That’s what Mercedes said, filing for a waiver due to “inconsequentiality”—a waiver which, of course, NHTSA categorically denied, because to the federal government, hardly anything is inconsequential.

So we now have an anti-pinch recall for eight GLS580s, requiring that the software be flashed so those who prefer to leave their sunroofs open in carwashes be allowed to do so.

Mercedes, get to work. There’s pinchin’ to prevent.

***

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The post Thanks to NHTSA, 8 SUV owners will be able to open their sunroofs in car washes. Wait, what? appeared first on Hagerty Media.

Ah, the early ’80s. When tastes diverged from Coupe de Villes and Mark VIs to BMW 535is, Volvo Turbos, Saab 900s, and of course Mercedes-Benzes. German cars, especially, were very hip, particularly among the younger, affluent set. Who could forget Roman Craig driving his navy blue 560 SEL in the classic John Candy movie The Great Outdoors, or the Porsche 928 sinking into Lake Michigan in Risky Business? “Who’s the U Boat commander?”

While the W126 S-Class was the biggest, baddest Mercedes at the time, one step below it was the W123, which later would be dubbed the E-Class. Not in 1983, however. This series had first appeared as a 1976 model and initially was available only as a four-door sedan.

The pillarless coupe appeared halfway through the 1977 model year, and the wagon (designated S123—not W123, for you Jeopardy! fans) went into production in 1978. And while the sedan was the belle of the ball production-wise, the coupe was naturally the prettiest.

The coupe rode a shorter wheelbase compared to the sedan and wagon, at 106.7 inches. All 1983 U.S.-bound coupes had the five-cylinder turbodiesel engine, matched to a four-speed automatic transmission. The coupe was the luxury version of the W123 lineup; as such, it featured electronic automatic climate control, cruise control, vacuum power door locks, AM/FM stereo with cassette, power windows, and the “Bundt” alloy wheels all as standard equipment. The black-on-black example featured in the ’83 U.S. brochure appeared suitably elegant.

As for our featured vehicle, I spotted it way back in June 2013. As I recall, there was a cruise night on the riverfront with a number of adjacent food trucks and vendors. I was walking back to my car and happened to spy this attractive bit of ’80s Teutonic luxury parked by the old train station, which now serves as a visitor’s center. I hadn’t seen one in a long time (and haven’t seen one since, believe it or not, though I did see a nice blue 300 TD wagon that I should write about one of these days), so I had to take a few pictures even though it was late, I was tired, and I wanted to go home and eat dinner.

Also, I am not certain this car is a 1983 model. However, my late friend and avid Mercedes-Benz fanatic Jonny Valadez had a 300 CD wagon, and I inherited the brochure he had of the 1983 Mercedes-Benz model lineup, which was utilized in the research for this article, so I went with that year. For Mercedes, it is frequently difficult to pin down a single model year, compared to say, 1970s Cadillacs or Oldsmobile Ninety-Eights, which are more of my bailiwick.

The Mercedes appears to be code 877, Blue Green, nicely contrasted with what looked to be a Beige interior. And may I add how much I love the interior and exterior color selections? Just look at that dark green striped velour! Can I still order one?

As for the W123, its reign as the “medium” Mercedes—price-wise, size-wise, and otherwise—was coming to the end. While it was introduced in its home market earlier, the W124 appeared in the U.S. in late 1985 as an ’86 model. And while it had its own success, the W123 had just a little bit more of that stout, traditional Mercedes-Benz vibe.

***

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When we drive our cars, they collect signs of that use—patina, in collector-car speak. The latest issue of Hagerty Drivers Club magazine explores the delight found in such imperfect cars. To get all this wonder sent to your home, sign up for the club at this link. To read about everything patina online, click here. 

Everything is somewhere. That simple belief has kept treasure hunters going down through the ages, from the first people who searched for Blackbeard’s hoard to that one guy who, back in 2019, pulled a 500-year-old gold Tudor pendant out of the English mud. Everything is somewhere, waiting to be found—though Randy Carlson has come to believe that “this one found me.”’

What found Carlson at his compound out in the rural inland hills southeast of Los Angeles is a couple of tons of unrestored prewar Mercedes-Benz. If cars could talk, this one would have some tales, starting with its years as a limousine in wartime Berlin, then as the recipient of a sporty new cabriolet body by an obscure German coachbuilder, then as a traveler in the New World that took it as far west as Albuquerque, thence to a barn in Michigan, now back to California and Randy Carlson. After eight decades, the Mercedes manages to wear its years with a battered dignity perhaps only possible in a car built by the world’s oldest surviving car company. That silver star on the radiator cowl still means something, even when showing some serious patina.

***

The story begins the summer of 2021 when Carlson’s son came home with Covid. It quickly rampaged through the house right as Carlson was about to leave on his annual pilgrimage to Pebble Beach. “It’s August, I’m supposed to be in Monterey, and instead I’m stuck at home with Covid and pissed off,” he recalled. “I’m spending the whole time watching everything going on up there on the internet and also trolling Facebook pages, looking at car stuff and saying, ‘Why the f*** am I not up there playing with my friends?’”

Carlson is a familiar face in the online VW community, frequently posting VW and related content on YouTube and Instagram and running a VW ad-listing website called Oldbug.com. He describes his profession as “playing around with this stuff,” and he had no idea that he was about to be reminded that everything is somewhere, waiting to be discovered. If you look close enough.

It happened totally by chance, while he was hacking and sneezing and scanning a Facebook group for barn find cars. A fellow Facebooker named Mike Coyer in Portage, Ohio, posted some pictures of a 1934 Packard that he had just extracted from a barn in rural Michigan. Carlson posted a comment, as he still owns a ’34 Packard that has been in the family for decades. The two got to talking online, then on the phone.

“I bought a truck and then sold it to a trucking scrapyard,” explained Coyer of the series of chance encounters that instigated the affair. “The guy who bought it said he knew of some cars in a barn in Michigan.” Coyer buys and sells things, and he plays a long game. He waited 30 years for an old quarry truck to come down to a price of his liking. Naturally, he was curious, and he went to see the farm where, besides a barn full of cars, there were also more than a hundred antique tractors.

“Eventually I asked Mike if there was anything else in the barn,” said Carlson, and he replied that there was a similar vintage Rolls-Royce. Carlson asked for some photos and, upon seeing those, noticed some slivers of an old red convertible buried in the barn behind the black Rolls. Carlson asked his new internet friend about that, “and he says, ‘A Mercedes.’ And I said, ‘Tell me about that.’” Coyer sent another picture that wasn’t much more revealing. “I said, ‘Are you interested in that car?’” recalled Carlson, “and Mike said, ‘No I don’t want anything to do with a Mercedes.’ And I said, ‘Well, can you help me get it?’”

Coyer agreed to drive the few hours back to Michigan and take more pictures and a video “that was low light, you couldn’t really see it,” said Carlson. “It’s a red Mercedes convertible and supposedly from 1940, and I said, ‘I don’t care, it may be rotten from the bottom down, I’m in. What do they want for it?’”

The family was reluctant to sell at first, but with Coyer acting as an intermediary, a price was agreed upon. Carlson wired off a substantial cache of money, including a 30 percent finder’s fee, “to a guy I never met before, that I only talked to on Facebook and one phone call, for a car that wasn’t his, that was in the next state over from where he was. I wired the funds off and thought, ‘I am the biggest idiot in the world.’ I couldn’t sleep for three days.”

Coyer was an honest actor, however, exchanging money for the bill of sale—the only hitch being that nobody could find a key for the car. Then they started pulling cars out of the barn to free the Benz. Carlson was still at home recovering from Covid and anxiously awaiting texts and photos. “They pulled the Rolls out, which was actually a pretty nice-looking car. Then they get this Ford Model A out, and I get the first picture I’ve seen of the profile of the car, and I lost my mind. I’m like, ‘Gah! What did I get?’”

Carlson didn’t know the model, but he could tell the Mercedes was unique, not just from the elegant shape and exquisite trim but from the unusual rear-wheel arch. Then Coyer sent him some detail pictures including one of the coachbuilder’s placard. Carlson said, “Then I completely lost my s**t.”

***

By 1940, British bombers were already in the skies over Germany, attacking industrial targets such as aircraft factories and plants that built airplane components. Daimler-Benz was one of them, a supplier of V-12 engines to Luftwaffe fighters and bombers even as the company still built trucks and passenger cars for the domestic market. At some point that fateful year, one of the final Mercedes-Benz 320 civilian models, a Pullman limo, rolled off the line at the company’s sprawling Stuttgart plant, headed for Berlin and most likely government runabout duty.

The 320, known in Benz-speak as the W142, launched in 1937 as a ’tweener car between the company’s entry-level 170 and its “Grosser” 770 luxury models. Mercedes offered a wide range of body styles, the sexiest being the Stromlinien-Limousine, a streamliner coupe that was dubbed “a pocketbook 540K.” But the car was all flash and no bang; the initial 3208-cc flathead inline-six put out a wheezy 78 horsepower, not much for propelling a car weighing over 4000 pounds. And the power figure didn’t change much when Mercedes upped the displacement to 3405 cc in 1938, mainly to compensate for deteriorating fuel quality in the Reich. Even so, a garden-variety 320 sedan can fetch more than $100,000 on today’s market, with special body cabriolets going for over half a million.

So far, no amount of digging has turned up the story of what happened to this particular 320 after it left the factory for Berlin, or how the car survived a war that flattened much of Germany’s cities. Or, indeed, who in 1948 brought the car—likely somewhat the worse for wear—to the offices of Karosserie F. Rometsch in Berlin’s western Halensee neighborhood to be lavishly rebodied into the graceful cabriolet you see here.

The glorious irony of Randy Carlson’s chance encounter with this car is that he was already a knowledgeable fan of Rometsch, a somewhat obscure name in the rich pantheon of European bespoke coachbuilders. The firm, established by Friedrich Rometsch and his son Fritz in 1924, is best known today for producing a series of special bodies for postwar Volkswagens, including a sporty coupe and convertible based on the Beetle that was a precursor to (and perhaps an inspiration for) the later Karmann Ghia. Rometsch also built a stretched four-door Beetle that was sold to taxi companies.

One of the firm’s designers, Johannes Beeskow, was a veteran of the more well-known Erdmann & Rossi coachbuilder that in the 1930s draped spectacular teardrop bodies over Mercedes-Benzes and Rolls-Royces. Before he went on to work for Karmann in later years, Beeskow is thought to have penned the body for Carlson’s car even as Berlin lay in ruins and its population foraged for basic needs. At Rometsch, while the Soviets commenced a blockade of Berlin in 1948 that led to the Berlin Airlift, during which aircraft shuttled vital supplies to the besieged city for 13 months, the Benz’s new body took shape from hand-beaten steel and copious lead filler.

It’s hard to imagine anyone in that city living under those circumstances wanting and paying for a handmade, 1930s art deco–style coachbuilt body on a used 8-year-old Mercedes chassis. But somebody did, and they weren’t alone. Photos of the finished Mercedes as well as a rebodied Maybach in front of Rometsch’s workshop in 1948 are believed to have come from Beeskow’s personal album. (That book, according to Carlson, went to Karmann and then disappeared into the vast Volkswagen archive after Beeskow’s death in 2005. He would love to get a peek at it but figures it’s hidden away in some “Indiana Jones–like warehouse at Volkswagen.”)

***

Carlson has seen a photo of a personal list kept by Beeskow of his projects, the Benz as well as the Maybach listed next to a hand-scrawled notation in German: “The last.” Perhaps, guesses Carlson, because they were the last of the one-off coachbuilt cars done in the prewar style. Years ago, Carlson visited the former site of Rometsch in Berlin—that’s how big of a fan he is. After the Karmann Ghia arrived in 1955 to wreck Rometsch’s business modifying VWs into sporty coupes, the coachbuilder turned to making ambulance bodies and the occasional modified Range Rover, then was a body repair shop before finally going under in 2000. “I had two Rometsch [VWs] in this garage at one point, and it’s literally the most obscure car you can have. They made maybe 100 cars, and with the Mercedes, I’ve now owned three of them.”

At some point in the late ’40s or early ’50s, the Mercedes made its way across the Atlantic—again, the story is unknown, but Carlson suspects it was a U.S. serviceman or possibly even a German rocket scientist who brought over the car. After the war, a coterie of the Reich’s missile men immigrated—along with their leader, Wernher von Braun—to work on rocket development at the U.S. Army’s ballistic missile range in remote White Sands, New Mexico. The fact that this car’s known owner history begins in Albuquerque is tantalizingly suggestive, as is an old business card that Carlson found in the car for a chrome shop just across the border in Mexico, where German rocket engineers used to go regularly for weekend benders.

The story really firms up when a new owner from the Midwest bought the car in the mid- or late ’50s. The car’s new custodian had relocated to New Mexico from Wisconsin, according to Coyer, and there assembled the bulk of his car collection, including both the Mercedes and the Rolls-Royce. In 1968, he decided to move his family back to the Midwest, to Michigan. All of the cars were driven except, for some reason, the Benz, Coyer says he was told. Instead, the owner widened the holes in the front fenders where the bumper brackets poke through to fit a homemade tow bar and flat-towed the Mercedes all the way, there to go into a barn and wait for Randy Carlson to grow up. And for the internet to be invented. And for Mike Coyer to come along. And for a pandemic that would unite the three for a spontaneous rescue.

After the money changed hands, Carlson was so keen to get the car that he arranged for a truck to pick it up the same day it was extracted from the barn and to haul it out to California. What you see on these pages is not that car, exactly, but the car after Carlson went to work on it. When it arrived, it was in a sad state and missing quite a few parts. The semaphores, or mechanical turn-indicating trafficators, were missing, as were the bumpers, fog lights, and door handles. Luckily, a subsequent trip by Coyer to the Michigan barn turned up a previously overlooked wooden box that contained many of the missing bits. “I had the parts air-freighted,” said Carlson, “because it’s not like you can go to AutoZone and get semaphores for a coachbuilt Mercedes.”

The doors were completely disassembled when it arrived, so he put them back together while he waited for the lube he sprayed into the cylinders to free the rings so he could lever over the 3.4-liter flathead-six. Eventually the engine seemed ready to execute combustion, and Carlson put fuel and spark to it. It fired up for likely the first time in five or six decades with a cloud of smoke and a sporty snore from its long, thin tailpipe.

Since then, Carlson has fixed the brakes, fitted new tires, rebuilt the radiator, replaced the exhaust, and done a host of other small jobs to make the car drivable, confining the cosmetic work to cleaning and waxing it and throwing blankets over its rotting upholstery. It does move under its own power, if not with a lot of alacrity, and on a short drive from his compound, it proved a stately and smooth cruiser with a lot of what the marketers used to tout as “road-hugging weight.” Unlike American cars of the same period, Mercedes had all independent suspensions in the 1930s, with swing axles in the rear supported by two pairs of coil springs. It makes for a relatively sophisticated ride, especially over rough surfaces.

And this is about all Carlson plans to do with it. “It would take the rest of my life to restore it and a crap-ton of money. While I could pull it off to some level, it wouldn’t be to the level it deserves—it wouldn’t be a Pebble-quality restoration.” Besides, he’s got a lot of other projects, including a rare Brubaker Box, an iconic VW-based kit car from the 1970s of which perhaps 28 were made, that needs a few bits to get going.

So far, the old Mercedes has given him plenty of joy in the heavily patinaed state it’s in. “The goal was to get it together, get all the pieces on it, make it run and drive, and take it places. The couple events I’ve taken it to so far, it gets a ton of attention just like this. So as far as restoration goes, what is the point?”

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Come to St. Moritz and drive the Gullwing,” offered the guys who look after the classic fleet at Mercedes-Benz. “And as you’ll already be in Italy for the E 450 All-Terrain wagon launch, why don’t you drive from there to Switzerland through the Alps in our W124 300 TD 4Matic wagon?”

It was an invitation too good to refuse, and not just because the 300SL Gullwing is one of my all-time hero cars.  I’ve always regarded the W124-series Mercedes-Benz—built in sedan, wagon, coupe, and cabrio body styles between November 1984 and July 1997—as a touchstone model for the three-pointed star, a car whose brilliant Bauhausian rationality earned it a reputation as the engineers’ E-Class. The W124 was a Mercedes-Benz in which the engineering excellence was baked in but not shown off.

With 30 years gone since I lasted tested one, and I wanted to find out how well that notion had stood the test of time.

Sliding behind the wheel of the 1989 300 TD 4Matic wagon is like catching up with an old friend, instantly familiar and comforting. Behind the yacht-sized steering wheel is the analog dash that even today represents a model of clarity and readability. On the steering column is the single stalk that you can tug, push, flick, or twist actuating low and high beam, the turn signals, and the quirky single windshield that has a cam mechanism to maximize its cleaning area. In the center console sits the shifter for the four-speed automatic, with the wobbly gate that allows you to manually flick between fourth, third, and second gears.

It’s an unusual spec, this car, built in an era when customers were more able to mix and match all manner of options rather than tick the box on a pre-determined package of goodies. The front seats, resplendent in black MB-Tex (the hard-wearing vinyl that was standard issue even on an S-Class back then), must be adjusted manually, yet are fitted with the rare air cushion option, a precursor of today’s pneumatically adjustable seats. Windows wind up or down with manual cranks.

Like many German customers of the time, the 300 TD’s first owner opted to delete the model designation from the tailgate. The five horizontal slats in the right-hand front fender, just ahead of the front wheel, are the only clue to the diesel engine under the hood. The badge on the right-hand side of the tailgate, however, proudly proclaims this is an E-Class wagon fitted with 4Matic all-wheel drive, Mercedes-Benz’s first generation of the now-ubiquitous technology.

All-wheel drive was relatively rare on road cars in the 1980s. Audi’s all-wheel drive Coupe quattro, which introduced the concept to the mainstream 18 years after it had been pioneered by niche British automaker Jensen’s innovative FF, had been launched just five years before the first owner of this W124 wagon picked up his car. The first-generation 4Matic system featured a locking center differential with two clutches that under normal conditions sent 100 percent of torque to the rear wheels. If, based on inputs from the three-channel anti-lock brake system and the steering wheel angle sensor, the system detected a loss of traction, 35 percent or 50 percent of the torque could be sent to the front wheels.

This 1989 W124 wagon was acquired by the Mercedes-Benz Heritage fleet in 2009 and has covered the equivalent of 156,811 miles. That’s barely broken in for an old Mercedes diesel. Still, after the gentle rumble of the modern 2.0-liter four-cylinder diesel in the European-specification E 220 d All-Terrain wagon I’d driven the day before, the clatter of the 300 TD 4Matic’s 3.0-liter straight-six at idle comes as something of a shock. Diesels have become a lot smoother and quieter over the past 40 years.

More power-dense, too. The 300 TD’s turbocharged diesel has 50 percent more capacity than the E 220 d All-Terrain’s engine but makes just 75 percent the power and 62 percent the torque – 145 hp at 4600 rpm and 201 lb-ft at 2400 rpm, compared with 195 hp at 3600 rpm and 324 lb-ft from 1800 rpm.

That, plus the helping hand from the 23-hp, 151-lb-ft electric motor of the mild hybrid system in the All-Terrain, means the 300 TD 4Matic feels decidedly languid in comparison when you press the accelerator pedal. Contemporary road tests suggest the 300 TD 4 Matic would amble from 0 to 60 mph in about 12.7 seconds en route to a top speed of 117 mph. Despite weighing at least 400 pounds more than its ancestor, the E 220 d All-Terrain will hustle to 60 mph in just 7.9 seconds and hit a top speed of 136 mph.

No, the 300 TD 4Matic won’t set your pulse racing as you accelerate away from the lights. But after a few miles behind the wheel, I was reminded why that doesn’t particularly matter. Such is the fundamental excellence of the chassis and the suspension: I could maintain surprising momentum on the Alpine roads, guiding the car through the corners with my fingertips, feeling it work through the compliance in the bushings and the bulbous 195/65 R15 Dunlop tires as the lateral forces increased. Once the wagon took a set, it felt as if almost nothing would kick it off line.

The relative paucity of power and torque was apparent only on the steepest and most serpentine climbs. After a while I figured the optimum moment to flick the shifter back into a lower gear on corner entry, allowing enough time for the four-speed automatic’s hydraulics to process the command and the turbocharger to build boost in response to the growly diesel’s increased crank speed before I needed to go to power. Once more I remembered why driving a classic car is such an involving experience.

The steering weight is heavier than in a modern Benz and has that on-center dead spot that was once so characteristic of post-war cars from Mercedes. As always, though, once you are through the dead spot the steering is quite accurate, and the tight turning circle proves useful in sharp corners. The relative narrowness of the W124—at 68.5in from side to side, it’s slimmer than today’s C-Class—gave me more road to play with when confronted with the occasional oncoming truck and bus, not to mention the seemingly never-ending stream of motorcycles and supercars on the more popular passes.

I made good use of engine braking on the faster downhill stretches, flicking the shifter into third and second gear and leaning on the old diesel’s 22:1 compression ratio as I brushed the brakes through the faster corners. It might be a diesel station wagon, but the 300 TD 4Matic was enjoyable to drive on the faster, more flowing roads, settling into a lovely, comfortable cadence. The sublime multi-link rear axle—its layout originally developed for the 190E compact, the precursor to the C-Class, and still covered by a Mercedes-Benz patent when this car was built—still feels world-class, utterly unfazed by gnarly mid-corner lumps and bumps.

Later, on the autobahn back to Stuttgart after my drive in the Gullwing, the 300 TD 4Matic cruised happily at 100 mph, the old diesel’s clatter a subdued growl at 3600 rpm. Even at that pace, wind and road noise levels were remarkably low. The biggest annoyance was slower traffic pulling out into the lane ahead, especially on uphill sections; lost momentum takes time to recover in this machine.

By the time I had pulled into my hotel in Stuttgart, I’d covered almost 480 miles through some of Europe’s most stunning scenery and on some of its fastest roads. All in a car built when hair metal was a thing, the Apple Macintosh was the coolest home computer on the market, and a teenaged Elon Musk was working at a lumber mill in Saskatchewan. Is the W124 still the engineers’ E-Class? Absolutely. My run in the 300 TD 4Matic proved you can still see and feel the intellectual rigor behind its design and execution.

***

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In this Ultimate Drag Race, Hagerty video host Jason Cammisa decided to pit the legendary Porsche-built Mercedes-Benz 500E against the fastest wagons in the world: the E34 BMW M5 Touring and the Audi RS2 Avant, which was also built by Porsche!

He’s joined by Sports Car Club of America hall-of-fame racer Randy Pobst, and the results are surprising. Will the Mercedes’ four-speed automatic kill its chances against the two other manuals—a five-speed in the M5 and a six-speed in the Audi? And what’s with the six-cylinder E320 dogleg manual wagon and its DOHC 24V 3.2-liter straight-six?

The 3.8-liter S38 is the biggest straight-six BMW has ever made, and it produced 335 hp at an insane, independent-throttle-body-screaming 6900 rpm. The Audi’s much-smaller 2.2-liter, 20-valve turbo five-cylinder made 311 hp, and the 5.0-liter quad-cam, DOHC 32-valve Mercedes V-8 made 322 hp. But! It had variable valve timing so it hammered the others on torque.

The next question is: Can any of these 1990s legends keep up with today’s slowest sports car, the Mazda MX-5? You’ll be surprised by the outcome.

***

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If you leaf through a pile of car magazines from 20-or-so years ago, scarcely an issue will go by without some news from the flourishing sports sedan segment. Comparison tests pit BMW’s 3-Series against the latest up-and-comer. Japanese brands took the step from economy cars to viable sports-luxury alternatives and began to legitimately thrive. Jaguar and Saab offered their own niche takes. And what’s this about Cadillac making a pivot to lively cars that handle?

Fast forward to today, and turn-of-the-century cars like the Mercedes-Benz C-Class, Audi A4, and Lexus IS300 haven’t taken to the collector world with quite the same gusto as when they initially debuted. Though many of them, even in base or mid-tier trim, excelled as driver’s cars and wore their manufacturer’s clearly defined character on their sleeves, collectors have largely ignored them until recently, instead focusing on top-line badges like M, AMG, S, or V. The rest can be had for a comparative song (but that may slowly be changing).

There are entirely logical reasons for this. First and foremost, these cars were designed to be fun appliances, not collector’s items. People enjoyed them (many via lease), and they often fell into disrepair in subsequent ownership, something Rob Sass refers to as “third owner syndrome.” As a consequence, finding a solid example may take patience and diligence.

What’s more, when a driver’s car becomes more affordable, the urge to take it to the track gets stronger. Go to any amateur track day, budget endurance race, SCCA or NASA weekend, and you’ll suddenly discover where all the E36-generation BMWs went. Head to a drift event and you won’t miss the distinctive sound of a Nissan VQ engine generating tire smoke from under an Infiniti G35’s fenders.

Still, there are good, older sports sedans out there in an array of flavors. In order to understand the extent of enthusiast interest in this segment, we cast a wide net over contenders from multiple continents and manufacturers. And because many of these vehicles are not tracked in the Hagerty Price Guide, we relied on average quoted value taken across model variants (for example, the data below for the C-Class Mercedes includes the base cars as well as AMG trims—the same goes for performance versions of Audi, BMW, and Cadillac).

As modern enthusiasts pine for more driving engagement and personality, cars from the 1990s and and 2000s (which generally have a more analog feel than new cars but also have modern performance and reliability) have seen an uptick in popularity, and the last few years have mostly been good to sports sedans as a result. Overall collector interest in this list of cars is up 38 percent, and quoted values are up 14 percent since January 2021.

It’s not surprising that the German brands, which were the segment’s sales leaders since its inception, make up the lion’s share of the interest from buyers calling for quotes, with BMW’s 3-Series leading the way at 36 percent and the Mercedes-Benz C-Class coming in at 24 percent of the cars sampled here. Interest in the baby Benz is up 4 percent in the last three years, while the BMW has tapered 2 percent over the same period.

Despite the popularity of the C-Class—and the inclusion of AMG variants—the model’s value is only 11 grand. This illustrates that even the performance trims of the C-Class see heavy depreciation; within our data, these cars have seen their average value drop 7 percent since January 2021.

Audi and Cadillac are the best of the rest as far as popularity, at 10 percent and 9 percent of inquiries, respectively, with all other brands at or below 5 percent. That the Cadillac’s value tops the list is likely influenced by strong values for its V models. The inclusion of the first- and second-gen CTS means it’s the model with the newest (at 10 years old) vehicles within the data set.

As we have covered in some notable sales, Saabs are on the rise. The Saab 9-3 makes up a small portion of the collector sports sedan market, but the values for ones we are seeing are increasing. Since January 2021, they are up 26 percent.

Jaguar’s results are a mixed bag, with the more traditional and larger XJR seeing a 10 percent bump in average quoted value over the last three years, while its smaller S-Type and S-Type R are treading water with 1 percent decrease over the same time period. Like the Cadillac, the XJR is on the heftier side of cars in this group, but sports sedans mean different things to different buyers, and the last of the old-design big cats certainly has enthusiast appeal.

Similarly, while Supras, Integras, and other sporty nameplates have skyrocketed, Japanese sports sedans have been met with varied interest from today’s enthusiasts. Quoted values of the Acura TL and Lexus IS300 are both up, but the Infiniti G35 and G37 have receded dramatically, to the point where the average value of a first-generation Miata is higher than that of a G35.

To an extent, these quoted values reflect the quality and condition of the cars coming to market, but they also demonstrate that there’s ample opportunity to get into a car with personality and practicality at a relatively reasonable price. As ’90s sports cars get snatched up by folks looking for a taste of the last “analog” era, these sports sedans are likely to get more attention. Regardless of the degree of sport you prefer in your four-door, this segment has something that fits your needs, and at a lower price than other collector cars of the era. For now.

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Via Insider

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Last year marked a new generation for the Mercedes SL, including some significant changes to this stalwart of Stuttgart luxury. All-wheel drive is a first, standard on SL 55 and SL 63. Then there’s that second row of seats—this is the first SL in the U.S. to seat four since the R107 generation’s SLC, back in the 1970s. (The subsequent R129 did offer rear seats in Europe.) More important, perhaps, is that the SL is now a fully AMG-developed model, effectively a topless version of the AMG GT coupe. Nevertheless, Mercedes has seen fit to offer a more tame version of the SL roadster, sans fire-breathing twin-turbo V-8. Behold the 2024 Mercedes-AMG SL 43, which we drove for a few late-summer days earlier this month.

Because Mercedes model names and designations practically require a decoder ring these days, allow us to assist: The SL 43 is the entry-level, turbocharged four-cylinder model, equipped exclusively with rear-wheel drive. That information suggests that lightness is a priority in the SL 43, and the model’s press release does reference weight reduction—an astonishing 16 times. Weight reduction is also one of the reasons AMG selected the M139 four-cylinder, an AMG spokesperson told Hagerty. (Another reason: the inline-four offered better packaging, and thus, superior weight distribution, than Mercedes’ inline-six.) The M139 is complemented, in the SL 43, by legitimate lightening measures—a soft rather than a hard top, aluminum composite construction, forged aluminum suspension and steering components, and composite-metal brakes, to name a few.

Still, the SL 43 comes in at 3825 pounds, exceeding the Porsche 911 Carrera Cabriolet by—get this—288 pounds. We’re talking a silverback gorilla of mass difference here, despite that the 911 has two extra cylinders. Why so strapping? Footprint, for one: The SL 43 is 7.3 inches longer, 2.5 inches wider, and 2.4 inches taller than a 911 Cab, with a whopping 9.8 inches more wheelbase. It also boasts wonderful luxuries such as massaging front seats with heaters built into the headrests (Airscarf, in Mercedes speak), so you can parade across the interstate in your own little private spa.

Specs: 2024 Mercedes-AMG SL 43

Price: $111,050 (base); $117,035 (as-tested)
Powertrain: 2.0-liter turbocharged I-4 with electric belt-driven starter-generator; nine-speed multi-clutch automatic transmission
Horsepower: 375 @ 6750 rpm
Torque: 354 lb-ft @ 3250–5000 rpm
Layout: Rear-drive, two-door, four-passenger convertible
Weight: 3825 pounds
EPA-rated fuel economy: 21/27/23 mpg city/hwy/combined
0–60 mph: 4.8 seconds
Top speed: 170 mph
Competitors: Porsche 911 Cabriolet, Lexus LC 500 Convertible

Apart from all this, the SL 43’s M139 four-cylinder engine is paired with a 48-volt mild-hybrid system, a technology not known for its light weight. Mercedes does not specify the size or weight of the onboard battery, but we know that the electric motor is teeny tiny, only 1.6 inches wide. The idea here is faster throttle responsiveness and better low-end torque; the motor is meant to spin up the turbo right away until exhaust gasses can take over in conventional fashion.

Whereas past versions of Mercedes-AMG hybrids—such as the six-cylinder AMG GT 53 4-Door and AMG E 53—used a small electric supercharger to perform a similar function, the 48-volt system in the SL 43 powers both a belt-driven starter generator and that little electric motor. The e-motor is integrated directly into the turbo housing so that it can spin the turbocharger shaft in the most efficient manner. Mercedes is very proud that this tech trickles down from the AMG Petronas Formula 1 team. The starter-generator can provide 14 hp of additional grunt in certain situations, on top of the 375 made by the engine.

None of this performance comes without an AMG-worthy price—$117,000 as tested. Our loaner car’s options list included aluminum exterior trim ($750), 21-inch AMG Y-spoke wheels ($2450), a suite of driver assistance features ($1950), plus a few other odds and ends. That seems like a lot of spaetzle until you price out a 911 Cabriolet with comparable equipment, much of which comes standard on the Mercedes but costs extra on the Porsche: sport exhaust, keyless entry, a high-end Burmester surround-sound audio system, seats that are heated and ventilated. You quickly end up with a 911 that costs north of $140,000. Yikes.

As a luxury environment, the SL 43 far outshines a base 911. It’s more beautiful, for one, wearing a truly elegant design that seems to have been envisioned as a roadster from the start. (Every 911 Cabriolet looks like, well, a 911 coupe with its roof slashed off.) The SL’s leather is rich and soft. At night, the ambient lighting provides a futuristic, spaceship-like atmosphere. (Maybe too spaceship-like for some, who may also balk at the giant tablet screen and haptic-touch steering wheel functions.) Seats are all-day comfortable. Even the round little air vents possess a pleasant weight when their position is adjusted, something we are certain a cadre of German engineers fussed over for weeks.

This hybrid four-cylinder, on the other hand, does not feel ready for prime time. It’s a coarse, clinical torque-implementation device compared with AMG’s characterful twin-turbo V-8, or even with Mercedes’ silky straight-six. When fired up, the engine sounds on the rough side of raspy, a note accompanied by unpleasant idle vibrations and resonances in the cabin. In the CLA45, the hot hatch that debuted this M139 engine in 2019, some of these characteristics seemed to complement the car’s youthful, pocket-rocket attitude. Farty four-pot upshift noises seem all wrong in this otherwise-distinguished SL.

The engine is paired with a nine-speed automatic transmission, a multi-clutch affair that uses a wet start-off clutch in place of a traditional torque converter. It’s smooth off the line, but the gearbox programming is frustratingly hesitant to downshift in city conditions. You notice this most when attempting quick maneuvers, like a quick lane-change followed by sharp acceleration to match traffic speed. When the downshift arrives, a second and a half or so later, your opening has often passed—or you’ve completed the lane change and cut somebody off in your $117,000 car. The automatic top might fold in 15 seconds, but trust us, that’s not quick enough to protect you from a targeted barrage of expletives in Metro Detroit.

Once you start caning it on a back road, the SL 43 finds an easier rhythm. The powertrain is much happier in its mid- and upper range than at its low end, and the gearbox programming reacts more like you’d expect when speed and steering input increase. Throttle response is excellent in these conditions, and the four-cylinder makes plenty of power way up to redline, with peak power at 6750 rpm. On the way there, however, thrills are few. Torque delivery is more of a steady stream than a dramatic swell, and the whole experience falls shy of the muscle-car emotion that once defined AMG engines. If you treat the SL 43 as a long-distance cruiser, however, the four-cylinder is happy to play that part. It’s smooth, reasonably quiet, and comfortable at 80 mph, with usable torque even in eighth and ninth gear.

It’s really a shame about the engine, because this might be the most well-rounded chassis of any modern AMG product. For a car so long and wide, the SL is wonderfully balanced and agile. The rear end naturally follows the front, such that you rarely need to make steering adjustments to reposition the car on twisty roads. Using conventional dampers, the suspension walks the line between controlled and supple. Fine body motions communicate what the chassis is doing without making it feel unsettled. More often than not we looked down at the speedometer and saw a number 15 or 20 mph higher than we expected. Whereas the outgoing AMG GT roadster was overly stiff on bad pavement, the SL subtly squats over rough bits and keeps on going, not a care in the world. Brakes are responsive, with strong pedal feel and consistent behavior throughout the stroke.

This is fundamentally a luxury roadster, but it can roll up its cuffs and satisfy when need be. If it’s raw speed you’re after, the 911 is appreciably faster, more rewarding to drive quickly, and much more alert-feeling in city traffic. For something more stripped down there’s always the Lotus Emira, which in base form uses this same AMG engine.

We have a few other quibbles. The SL 43’s convertible top cannot be operated immediately when the car starts, which is usually the first thing you want to do before backing out of the driveway, and the system takes a few seconds before it’ll accept the command—either a swipe on the tablet or a double-tap of a physical button beneath the screen. Second, morning condensation on the windshield tends to bead up into larger drops and drop over the A-pillars, often onto the driver or passenger’s door-adjacent thigh. Last, the door handles never quite seem to work the way you expect them to; getting them to pop out from the doors requires reaching just so—not too fast! Pulling them to open the door seems to require the same monkish patience. Every passenger we took for a ride experienced the same phenomenon, which then required the driver to explain how the doors work with some insufferable phrase such as, “No, you have to open it like this.”

With some tweaking to this engine, or perhaps a different one entirely, the SL 43 would be quite a compelling alternative to the open-top Porsche 911, a Mercedes more concerned with comfort and grace than with corner-carving. With a base price of $111,050, it is more accessible than the next rung up on the SL ladder, the $137,400 SL 55, to say nothing of the $184,150 SL 63. Yet at the same time, no luxury roadster on the market so effectively combines refined chassis dynamics with the SL 43’s level of luxury and creature comforts. We suspect the powertrain will nonetheless be a deal-breaker on many test drives; even in 671-hp tune, it has won few friends in the new C 63 S E-Performance. Maybe AMG needs to take the hint and consider this miniature horse might not be fit to pull certain carts. Especially one as lovely as this SL.

2024 Mercedes-AMG SL 43

Price: $111,050 (base); $117,035 (as-tested)

Highs: Spectacular design. Uncompromising materials and luxury features. Refined chassis with handling that belies the car’s size.

Lows: Gruff engine. Lethargic transmission in city driving. Steering wheel busier than Shibuya Crossing.

Takeaway: A convincing modern-day Mercedes roadster in search of a deserving heart.

***

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Those among us who consider range anxiety a good reason to pass on electric vehicles may find that argument weakened when the Mercedes-Benz Concept CLA Class makes it to production. The concept car, unveiled at the IAA Mobility 2023 show in Munich, Germany, “offers a close-to-production insight into the upcoming family of vehicles that stands at the gateway to the brand.”

The headline: 750 kilometers of range on the WLTP cycle, which works out to 466 miles. On the EPA cycle, this likely works out to around 400 miles of range.

“The Concept CLA Class is the forerunner for an entirely new all-electric segment of entry-level vehicles at Mercedes-Benz,” said Ola Källenius, chief executive officer of the Mercedes-Benz Group. “The range will comprise a total of four new models—a four-door coupe, a shooting brake, and two stunning SUVs—each with significantly elevated product substance. This new model family is inspired by a generation of car buyers who want that unmistakable Mercedes-Benz feel, with more features, even greater comfort and safety and the most advanced technology. They also seek a sustainable choice that is a cut above the rest.

“Based on the MMA platform, it provides an insight into the first complete family of Mercedes-Benz electric cars developed from scratch to put our Ambition 2039 on the road, whereby we aim to achieve net carbon neutrality along the entire value chain in our fleet of new vehicles in 2039.”

The Mercedes-Benz Modular Architecture (MMA) is an electric-first platform engineered for this family of four vehicles covering a range of body styles. ”It is set to play a major role in accelerating the ramp-up of the Mercedes-Benz electric fleet. As a fundamental part of the wider electric strategy, it will help the company attain its ambitious targets.”

“The technology that provides the foundation for the Concept CLA Class represents an entirely new approach for Mercedes-Benz and incorporates many learnings from our groundbreaking Vision EQXX technology program,” said Markus Schäfer, Mercedes-Benz chief technology officer. “For instance, our engineers have maximized efficiency by driving down losses in its 800 V electric-drive system. It also features innovative battery cell chemistry as well as a high level of integration enabling excellent energy density.”

That charging configuration enables rapid electrical top-up of up to 400 kilometers (248 miles) in just 15 minutes. The “next generation drivetrain” has advanced efficiency features including silicon-carbide inverter and battery-cell chemistry with silicon-oxide anode design for excellent energy density. The drive unit delivers up to 93 percent energy efficiency from battery to wheels in long-distance driving.

The Concept CLA Class is rear-wheel-drive, but the modular design means it is also suitable for 4×4 vehicle applications. The advanced next-generation drivetrain, which is making its debut in the Concept CLA Class, is scalable to fit other use cases, including in other vehicle segments.

Power comes from a 175 kW permanently excited synchronous motor, paired with a two-speed transmission. The high-performance power electronics incorporate control of motor and transmission in a single processor and feature a silicon carbide inverter for efficient power usage. This reflects the high degree of functional integration throughout the car that results in a compact overall package weighing less than 243 pounds.

The styling, Mercedes says, is the “start of a new era, and the next step in the continuous evolution of the brand’s unique design language of sensual purity. The vehicle has a distinctively dynamic appearance, incorporating design elements that have become icons in their own right—reimagined for the electric and digital age.”

The car’s overall shape and profile are recognizable in light of the outgoing CLA and C-Class, albeit curvier and more futuristic-looking.

Inside, the “blend of [analog] and digital brings fresh definition to the segment: Inside the spacious and airy interior of the Concept CLA Class, the aesthetic theme is one of utmost modernity. This is simply yet powerfully expressed through the considered application of a few iconic elements. The overall effect exudes a tech-infused minimalist elegance that takes sculptural automotive design into an exciting digital future and sets the tone in this segment.”

No word on the price or the production rollout for the CLA, but it seems fully realized enough to be on the road in another two to three years or so. Production of MMA vehicles will initially begin in Rastatt (Germany), Keckskemet (Hungary) and Beijing (China). “The exact location of robots, supply routes and production lines can be determined without having to disrupt the production of current compact models, which include the A-Class and B-Class, the GLA and EQA. The ‘digital first’ approach enables a faster ramp-up, creates cost savings and opens up new opportunities for improving efficiency and quality.”

Källenius told Reuters that while Mercedes plans to have a fully electric lineup ready by 2030, the automaker does not expect the European market to be totally ready to give up internal combustion by that point. Charging infrastructure, he said, also needs to improve to convince customers to make the shift. Mercedes will maintain “tactical flexibility” as long as necessary to produce ICE and BEV vehicles on the same production lines.

***

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“I hope I’m not scaring you,” Jaime Kopchinski says to the photographer and me. We’re passengers in his 1959 Mercedes-Benz 219, driving past the old churches and barns that surround his shop. I never saw the speedometer go far past 40 mph, but that indeed felt fast for a car with a radio made of tubes.

A few minutes in, though, I started to adopt the confidence Kopchinski had in his Mercedes. It wasn’t rolling hard through turns. Nothing groaned. The seats didn’t bounce or vibrate. It held the road and absorbed bumps well (an important attribute in post-war Germany).

The drive demonstrated a point that Kopchinski had made earlier about vintage Mercedes-Benzes: “These cars are designed to be extremely robust. It can run sustained at 5000 or even 6000 rpm all day until you run out of gas.” A Mercedes such as this, like the ones he works on, were built for real driving, in modern traffic. His job is to get them back to that factory setting.

You wouldn’t think much of Kopchinski’s place, Classic Workshop, if you drove past it. Just a nondescript New Jersey warehouse some 50 miles west of Manhattan. Yet it’s notable for a number of reasons. For one, it’s bursting with youth. If you need confirmation that the classic car world is full of young, curious, capable geeks, here is a good place to look. Kopchinski is only 44. He’s got a beard, flattering eyeglasses frames, and works in a black t-shirt with the shop’s logo—a minimalist outline of a thin vintage Mercedes steering wheel, designed by a friend who worked in fashion marketing.

He has two employees: Alexander Potrohosh came from Ukraine with his wife and two-year-old son as refugees. Aside from his mechanic skills, Kopchinski says Potrohosh has a special touch with dent removal. Veronica Petriella is a recent graduate of Universal Technical Institute and drives an ’87 300SDL. She’s also transgender, which is only worth mentioning because she exemplifies Kopchinski’s mission of hiring techs with a wide spectrum of backgrounds. “At the moment, we don’t have any techs from the traditional dealer or repair shop world,” he says. “That’s quite intentional.”

Then there’s the simple fact that this shop exists at all. The pandemic made the already tough business of automotive restoration even more challenging. With the cost of parts on the rise and skilled labor on the decline, even some veteran restorers have decided to call it quits. Yet for Kopchinski, it’s the realization of a long-held dream.

Despite his young age, he already has a decades-long list of accomplishments in the automotive industry which informs how the place operates. Before he opened Classic Workshop in March 2023, Kopchinski worked in-house at Jaguar Land Rover, managing a team of engineers tasked with optimizing the infotainment systems in models like the 2020 Defender. And before Jaguar Land Rover, starting in the early 2000s, he worked on the radios and infotainment systems in Mercedes-Benzes. You can find his work in the AMG GT, the E-Class, the S-Class, and Maybachs of the 2000s and 2010s.

In 2017, when Mercedes relocated his department from New Jersey to Southern California, he reluctantly quit, took the severance pay, and spent the next several months wrenching on cars in his home garage. “That was probably the first taste I had of actually working on cars all time,” he says. “It was the best.” Five years later, when he was at Jaguar Land Rover, word-of-mouth referrals led to a waiting list of over 30 cars. Meanwhile, the pandemic spiked the value of the vehicles he was working on. He started asking around about which buildings were available and applying for loans. Wherever he went to make his case to get the operation off the ground, he arrived in a vintage Mercedes-Benz, usually a 1972 280SE, as a conversation starter for the business.

He found his building, secured loans, and convinced the town council to let him open his business. After he had set up successors and delegated projects, he told Jaguar Land Rover that March 10, 2023 would be his last day. “Every one of my colleagues wanted to know about the business,” he says. “Because they’re car people. They were so excited about someone going into their passion.”

That background gives him a unique perspective: Although he’s obviously obsessed with old cars, he is not one to romanticize the past and dismiss the automotive present. Kopchinski can wax poetic about the latest generations of the S-Class. He recalls test driving one in Florida, along the Tamiami trail. “There’s this dirt road that runs parallel to half of it,” he says. “We were going 40 miles an hour in a prototype S-Class, just flying down the road, rushing through puddles, slowing down for the alligators. They’re just so robust.”

His past life may also inform his appreciation for what he calls “The real treasures in this place.” On a shelf behind one of the workbenches, underneath a tool for diagnosing Bosch fuel injection systems, there are dozens of small books. They’re full of diagrams and specifications—torque for certain bolts, power output curves, something called “injection timing device bushings.” “It’s every technical spec that you could ever imagine,” Kopchinski says.

The shop itself is huge, bright—it’s such a big space that you don’t really have to hunch over or watch where you’re stepping. Inside are three lifts, workbenches, organized shelves full of parts and tools, a wheel balancer, a forklift, and a bunch of customer vehicles—an R129 SL-Class, a W126 S-Class, a G-Wagen, stuff from post-war all the way through the ’90s. The walls have big plastic Mercedes-Benz star logos and posters that he rescued from the trash, at his old job.

The shop is busy with between 15 and 20 vehicles being serviced on any day and a waitlist of around 35. The work surfaces reflect this, with Post-Its and grime-covered parts. But the space is so clean and organized that you’d think it serviced electric vehicles. The only blemish on the surgically clean, light gray floor are some fluids that spill from an old SL.

Along with the manufacturer’s obsessive documentation and a range of specialty tools, Classic Workshop’s operation depends on a reliable flow of quality parts. Which, he says, Mercedes does especially well. “A lot of people like to complain that Mercedes doesn’t support their classic cars,” he says. “But I find that to be untrue.” He gets daily FedEx deliveries from Mercedes-Benz Classic Center in Long Beach, California, which supplies the majority of the parts that he uses to get and keep cars running. “Pretty much anything I could need, they can get me tomorrow morning,” he says. For components that he can’t get straight from the source, he orders them from separate supplies, which Mercedes will often hire to keep up with demand. These replacements might cost more than and look a bit different from the originals, but the metal and rubber will be the same as what was put in the vehicle at the factory.

Part of what makes sourcing so easy for him is that, as he observed while working there, Mercedes thinks hard before making any changes to their cars. Both an early 1970s S-Class and a 2015 S-Class, he points out, have the wiper and headlight controls in the same place. Another example: a connector that he pulls from under the hood of a 1991 420SEL, which is almost identical to the same corrosion-resistant, expensive connector in modern Mercedes-Benzes.

“I’m sure these engineers knew more than we do right now about that particular component. Mechanics love to say, ‘Why did the engineers do this?’” Kopchinski says. “But there’s a million reasons why they engineered a thing a certain way, and it’s not to screw a mechanic 15 years later.”

I ask him what these modern, gadget-laden models will mean for his shop and for people who want to buy an older Mercedes. The current models are loaded with transistors, sensors, and screens, tech hardware that were used to failing or becoming obsolete within a decade. Will touchscreen-operated scent diffusers be repairable?

Back when Kopchinski was working on the 2003 E-Class, he had the same thought: that they’ll be too complicated to fix, that they’ll only last 15 years. “Now, 20 years later, they’re great used cars,” he says. “And they’re maintainable, because everyone figured out the electronics.” That’s because this era of auto technology coincided with the growth of the internet, which made it easier to buy and learn how to use modern tools to install replacement parts. “Young people who are buying the 20-year-old Mercedes for their first $5000 car, they grew up in the 2000s,” he says. “Electronics don’t scare them at all.” Kopchinski refers me back to his point about the caliber of work that he saw done at Mercedes: “[The engineers] take quality extremely seriously. [The cars] are just different. And that’s okay.”

Now, a skeptical reader might note that were it not for those electronics, modern Mercedes wouldn’t depreciate to $5000 in the first place. Yet part of what makes Kopchinski so good at making you want a classic Mercedes is that he sounds like he’s never stopped being a fan. By his estimation he’s owned between 75 and 100 of them. Most were ancestors to the cars he was helping engineer through the 2000s and 2010s. (He’s also owned two Porsches, two Saabs, a Volvo, and currently owns an NSU Ro 80—a West German sedan with a Wankel engine.)

Listen to Kopchinski for long enough and it becomes tough to be cynical about modern cars. The screens and driver aids in modern S-Classes seem less like excess gadgetry and more like timestamp advancements that mark the evolution of a brand. His shop, then, keeps examples of the markers in that timeline in motion, all keeping pace with each other on the road.

We go back to his shelf of Mercedes-issued technical books. In the copies dating from the late ’50s and early ’60s, many pages are dedicated to a then-radical technology: fuel injection.

***

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Here’s an Automotive Journalist Hard Truth: You get jaded in this line of work. Not by choice, and not all at once, but it does happen. Talk to anyone who covers this world in some capacity, and I promise you there is a car they used to go nuts over that barely elicits an, “Oh, that’s cool,” now. One day, the car you used to obsess over rolls past, and you don’t even attempt to take your phone out.

I palmed my iPhone Wednesday afternoon as I stepped onto the tarmac at the Monterey airport. Force of habit, but also a test run, spurred on by uncertainty over how many times the device would escape its fabric prison to help freeze a moment in time over the next six days. Optimistically, I hoped that Monterey Car Week would prove to be an antidote for an enthusiasm that had been somewhat tempered by the rolling pin of life. Truthfully, I wasn’t so sure.

Once I got home and had a bit of time to decompress, I checked my photo roll from Wednesday to Sunday evening: 1246 photos, 58 videos. On my DSLR camera, the cards read north of 5100.

At the risk of stating the obvious: There is absolutely nothing like Monterey Car Week. For roughly seven days, the winding roads and towns nestled into the misty coastline of Monterey, California explode with a crop of cars so rich and so diverse that you feel like you got dropped into a David Attenborough documentary blended with Pixar’s Cars franchise. Everything, and everyone, everywhere you look, bleeds passion for the automobile in a truly heartening way.

Things crystallized for me before the first morning’s breakfast reached my gut. I was a guest of Cadillac this week, and our first full day there involved a cruise up and down the Pacific Coast Highway in the brand’s svelte debut EV, the Lyriq. As we rolled away from the hotel and towards historic Highway 1, I began to notice the cars lining the streets. They weren’t exotic metal, but rather, ordinary cars, helmed by perfectly ordinary people.

Trucks with folding chairs and coolers in the bed. Camrys with the trunks open, inhabitants folded into only semi-comfortable looking poses. Some had cameras, sure, but many more were simply there to gawk at whatever came rolling around the bend, hoping to catch a glimpse of something that got their heart pumping.

And they had no shortage of choices to get excited over. During our 100-ish-mile tour, we were passed by everything from vintage Camaros to a McLaren F1 GTR Longtail (!!!) to a Bugatti Chiron to a handful of the historic vehicles that would take their rightful places later that week in the Pebble Beach Concours d’Elegance, Car Week’s marquee event.

Everyone at the wheel of a significant car—and you can set your own parameters for that qualification—was full of smiles, ready to wave to those posted up and watching. The egalitarian nature of the cruise sat in my brain like a happy marine layer; sure, that Ferrari 250 GT SWB might be worth several million dollars, but no price tag can buy it a pass around the ratty Miata two cars ahead. Might as well sit back and enjoy the processional. A smile and a friendly wave don’t carry a transactional value—they’re just acknowledgments of the common bond between those who scraped to buy one car they enjoy and those whose collections fill entire warehouses.

The next day, I had the chance to attend the Porsche Werks Reunion, a marque-specific show held on Friday at the Monterey Pines golf course. The free-to-attend event (there’s a fee for parking inside the event, but plenty of folks found nearby lots to walk in from) is unmitigated Stuttgart, celebrating the brand’s rich history, passionate owners, and rabid fans.

We enthusiasts are remarkably tribal, a reality that both fuels and stymies enthusiasm for the automobile. You’d think the parking lot of a Porsche event would hold, well, Porsches. And it did—several hundred, by my unscientific estimation. But it also held Lamborghinis, Ferraris, drift-ready Nssain 240 SXs, lifted Toyota Land Cruisers, heavy-duty pickups, and bone-stock 2022 Nissan Altimas. It felt like an armistice had been called between the factions; everyone just wanted to see cool cars.

There was no armistice at the Rolex Monterey Motorsports Reunion, however. Seeing aces like Ron Fellows slicing through the fields of unforgettable race cars blew me away. So much so, in fact, that I’m writing a separate story on it. Stay tuned.

Of course, Monterey Car Week is centered around Sunday’s Pebble Beach Concours d’Elegance. This year, the swanky show featured 200 cars spread across 27 classes, each celebrating an automotive milestone or highlighting some of the hobby’s grandest eras. The night before, I dialed up Eddy Eckart’s story from last year’s event, which read as a lovely ode to the diversity of the hobby. I was hopeful that the following day would bear similar fruit for a first-timer like me.

I didn’t have to wait long to find my answer. Running on precious few hours of rest, I headed to the bucket-list golf course well before the sun rose to experience Dawn Patrol, one of the Concours’ grandest traditions. I watched as icon after icon rumbled past and headed out to take its place on the lawn.

Buzz and daylight grew in unison as the festivities got underway. Flush with a hearty breakfast and an unmentionable amount of coffee, I headed out to walk this year’s crop. Hand up, I’m not all that familiar with prewar cars, which are often considered the hallmark era for the event. But as I wandered among the preservation-class Packards and the gleaming chrome of the Figoni coachbuilt exotics, it was hard not to get caught up by their exquisite craftsmanship.

I wasn’t the only young enthusiast taken by these beasts, either. Scores of young folks that I would have expected to find swarming the 1994 Lamborghini Diablo SE30 Coupé were also taken by machinery that predated them by several decades. Phones were out everywhere I turned, busy snapping pictures. More impressively, plenty of folks were stopping to ask owners and handlers more details about the cars before them, curiosity trumping generational divides.

As the day drew to a close and confetti cannons emptied over the fenders of the 1937 Mercedes-Benz 540K Special Roadster that ultimately took home the coveted Best of Show award, I finally stopped to catch my breath. The cars filtered off the lawn and a single-file line of heroes headed back to waiting transport trucks. I flipped through my phone, trying to re-sear the stunning machines into my psyche. Some of the cars will stick with me forever, others will undoubtedly be relegated to the program that snuck into my suitcase before making the flights home. So it goes.

Strip away the dizzying auction results and the unspoken exclusivity that surrounds so much of this week. When you evaluate what’s left, you’ll see that dollar signs aren’t the metric to use. Rather, check your camera rolls. Hiding among the throngs of photos and videos, the conversations and the moments of exclamation, you might just rediscover that child-like exuberance that first led you to pick up a wrench, a magazine, or a set of keys.

I know I sure did.

***

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For 364 days out of the year, the 18th fairway at the Pebble Beach Golf Links in Monterey, California, represents one final, daunting test to cap off what is, for most guests, their dream round of golf.

But today, the fairway held a different type of tension for the owners and handlers of 200 stunning automobiles. As the California sun kept Monterey’s misty marine layer far out to sea, one car—a 1937 Mercedes-Benz 540K Special Roadster—stood above the rest, taking home one of the greatest honors in the world of concours: The Pebble Beach Concours Best of Show.

The voluptuous Benz, which hailed from the European Classic Touring Class—one of an array of 27 classes represented here this year—is owned by Jim Patterson from Louisville, Kentucky. It’s one of just three 540K Long-Tail Special Roadsters remaining in the world today. The Sindelfingen-bodied beauty was originally delivered to then-23-year-old King Mohammed Zahir Shah of Afghanistan in 1937, before being stored in the Afghan Embassy in Paris for the duration of World War II.

When Patterson acquired the car in 2022, it was a deep maroon color. During an extensive restoration at the hands of RM Auto Restorations, the car was repainted in the gorgeous black seen here. It’s the second consecutive Best-of-Show winner to come from the restoration shop.

Confetti and streamers covered the car and surrounding area as Patterson turned to address this prestigious honor.

“[Winning Best of Show] is the ultimate thrill for a car collector,” explained Patterson in between blowing kisses towards the Pebble Beach Lodge to those cheering his success. “The competition was extremely difficult, and this was an extremely tight choice, I’m told.”

Patterson’s Benz bested three other remarkable finalists, including a 1930 Mercedes-Benz SS Special Roadster, an unrestored 1932 Alfa Romeo 8C 2300 Corto Figoni Cabriolet, and a 1939 Delahaye 165 Figoni et Falaschi Cabriolet.

The win moves Mercedes-Benz into the lead for most Best-of-Show victories for a single marque, edging the Germans ahead of Bugatti, another brand heavily represented on the fairway this year.

Patterson, however, was focused on a different number:

“Being from Kentucky, we are in the horse racing world,” he explained, a glint in his eye. “Very few horses ever win the Triple Crown. This is our third win.”

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Mercedes just unveiled the second-generation AMG GT Coupe, the new flagship sports car from Mercedes-AMG. It features a “highly dynamic driving experience as well as enhanced comfort and practicality for everyday use.” The AMG GT marks a return after the model was discontinued in 2021.

With advanced technology such as the AMG Active Ride Control suspension with active roll stabilization, rear-axle steering, and active aerodynamics, the sports coupe is also fitted with fully variable AMG Performance 4MATIC+ all-wheel drive for the first time, in combination with a handcrafted AMG 4.0-liter V-8 twin-turbo engine. Previously, the AMG GT was exclusively rear-wheel drive.

“Our new GT is clearly the top-of-the-line product in our diversified portfolio and is therefore not only AMG’s youngest brand shaper, but also a clear commitment to the sports car made in Affalterbach [Germany]. With the new dimensional concept and optional 2+2 seats, we are directly responding to the wishes of our customers,” said Michael Schiebe, Chairman of the Management Board of Mercedes-AMG. 

The car has AMG Track Pace, a data logger for use on the track, standard on the AMG GT 55 and AMG GT 63. The software is part of the infotainment system and records more than 80 pieces of vehicle-specific data (speed, acceleration, steering angle, brake pedal actuation) ten times per second while driving on a racetrack.

The available 2+2 seating offers “plenty of space in the interior.” The rear seats increase functionality for everyday use and are suitable for occupants “less than five feet tall.” The large “Easy Pack” trunk lid with handsfree access makes loading and unloading easier. The luggage compartment can be expanded using the split folding rear seat backrests. The optional second row is a first for the AMG GT, mirroring layout of the all-new Mercedes-Benz SL.

Targeting the Porsche 911 and Aston Martin Vantage, among others, the 2024 AMG GT Coupe is powered exclusively by Mercedes’ familiar 4.0-liter V-8 biturbo engine in two performance levels. The engines are assembled entirely by hand at the company’s site in Affalterbach using the “One Man, One Engine” principle.

In the AMG GT 63, the engine delivers 577 hp and 590 lb-ft of torque. Acceleration from 0 to 60 mph takes just 3.1 seconds, and the top speed is 196 mph. In the GT 55, the V-8 produces 469 hp and 516 lb-ft of torque. The sprint from 0 to 60 mph takes 3.8 seconds, and the top speed is 183 mph.

The AMG Speedshift MCT 9G transmission (an in-house nine-speed auto) can also be shifted “quickly and precisely” using the manual aluminum shift paddles behind the steering wheel rim.

The AMG GT Coupe will be available in the first half of 2024. The 2021 model started at about $120,000, but given inflation and the increased level of equipment, including all-wheel-drive, this one could be considerably more.

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Having won back-to-back Formula 1 drivers’ titles with Mika Häkkinen in 1998 and 1999, and taken the manufacturers’ title Mercedes-Benz and McLaren were riding high in the last days of the 20th century.

The Anglo-German relationship was so strong that Mercedes picked McLaren as its partner to take the company’s stunning Vision SLR concept car into production, where it would be co-billed as the Mercedes-Benz SLR McLaren.

Four years later in September 2003 the car was finally revealed to the public at the Frankfurt Motor Show in Germany. It closely-resembled the original show car but broke new ground with its use of the carbon-fiber monocoque construction which McLaren had pioneered in F1. Mercedes-AMG provided the 5.5-liter supercharged V-8 engine, and five-speed automatic transmission that was sat in a mid-front position under the SLR’s long and low snout. With 626 horsepower on tap it topped 208 mph, and could reach 62 mph from rest in 3.8 seconds.

Among the SLR’s many innovations were an adaptive rear wing which could tilt to add downforce or flip up to a 65-degree angle to act as an airbrake, and a unique carbon-fiber front crash structure that bolted to the aluminum engine mounts.

Over the next six years 2,157 cars were hand-built at the McLaren Technology Center in Woking, Surrey as both coupes and roadsters, but even after production ended McLaren just couldn’t leave the SLR alone. In 2010 McLaren Special Operations was formed, introducing 25 examples of the McLaren Edition SLR with major tweaks to its aerodynamics including a new front splitter, side intakes, bigger rear wing and diffuser, along with lighter wheels, and revisions to the suspension and power steering.

In 2019 MSO went further, with a new upgrade package offered to owners that saved weight, improved aero, and added a more luxurious quilted leather interior, while only this year MSO delivered the first of 12 High Downforce Kit conversions derived from the 722 GT race car. MSO increased the track front and rear by 60 mm (2.36 inches), added a wide-body kit, and reduced weight by deleting the silencer from the side-exit exhausts.

Even though 20 years has now passed since the SLR it’s fascinating to see that McLaren not only provides factory support, but is actually still developing this unique supercar.

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Mercedes-Benz will make its mark on Monterey Car Week with a wide-ranging display of cars from throughout its history, along with key vehicles from the current line-up, and a glimpse or two of the future.

“At Pebble Beach Automotive Week, we would like to invite you on an amazing journey back through time with a display of selected brand icons that show why Mercedes-Benz has continued to fascinate people for 137 years,” says Head of Communications Bettina Fetzer.

Two supercharged W 06 models will begin proceedings by taking part in the Pebble Beach Tour d’Elegance on August 17. A 1927 four-seater Sport  (above), and a 1930 SS Cabriolet with unique coachwork designed for the Maharajah of Kashmir (pictured top) will join more than 150 other classics on the Tour which begins in Pebble Beach, follows 17-Mile Drive, and Highway One to Big Sur, before returning to Pebble Beach. On August 21-23 they’ll be joined by 18 other W 06 cars to form the largest convoy of these models ever gathered in North America, for a longer California road trip.

More classics will be on display at the Mercedes-Benz Star Lounge including the 600, Pagoda SL, while Maybach will have a historic Zeppelin DS 7 on show alongside the latest electric Mercedes-Maybach EQS 680 SUV. 

AMG will be busy too, with the unveiling of a special edition SL and the world premiere of the next Mercedes-AMG GT model, and you’ll also be able to feast your eyes on the stunning Vision One-Eleven concept car, and get your hands on some new Merc merch inspired by the C111 cars of the 1970s.

The bizarre PROJECT MONDO G art car will also be on show, so no sharp objects near the stand please!

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Front and center in any good car project is the list of parts necessary to complete the job. I’m presently at the shallow end of returning my 2002 Porsche 911 Carrera back to (mostly) stock, and recently had my trusted shop price out a few components before diving in. One of my car’s key needs is an exhaust system, so I asked the shop to price a brand-new, OEM heads-to-tailpipe replacement as it would have left the factory.

I was quoted $17,273.32, including tax.

Ouch. According to the Hagerty Valuation tool, the cost of parts alone would be 64 percent of the projected value of the entire car. Based on inventory found on reputable online sellers of OEM Porsche components, a full replacement exhaust for a far newer and far more valuable 991.2 (2016–19) Carrera settles somewhere around the $9000 mark.

Shocked? You betcha. But I shouldn’t have been, considering I was duly warned over a year ago by a foremost marque expert that parts for my car—and all older cars, for that matter—are going to rapidly become significantly more scarce and expensive.

I visited Jake Raby’s Flat-Six Innovations (FSI) facility back in the early spring of 2022. As a 996 owner, this former pig farm in the hills of rural Georgia is sanctum sanctorum; Raby and his outfit build the best M96/M97-family engines on the planet, turning engines long seen as unpleasant, problem-prone paperweights into over-engineered reactor cores that match Porsche’s own Mezger for meat.

Toward the end of the day-long tour, he took me into a repurposed shipping container that held one of his on-site parts archives. This veritable treasure trove of OEM-grade Porsche parts would shame any official service center. Sandwiched between shelves of coil packs, manifolds, and various flat-six detritus, he told me he maintained this archive to battle a wide-reaching parts shortage that was hitting 996s and 997s, hard.

I left with a hot coal in my gut.

Fast forward to a few weeks ago, when a conversation with Jonathan Hodgman of Atlanta’s Blue Ridge Mercedes echoed Raby’s earlier sentiment to an eerie degree. Hodgman’s one of the top resources in the States for pre-merger AMGs and related models, specialty hand-built cars that have always required clever fixes or fabrications for bespoke parts that simply didn’t exist. But as Hodgman tells it, he’s struggling to source OEM-grade “essential” componentry, and it’s become a serious problem. “I used to spend 20 minutes of my time ordering parts. Now, I spend half my time ordering parts,” he sighed. “It’s become a real chore.”

So, along with Hodgman, I checked in with Raby a year and change after my visit to see what is happening, where we are heading, and what can be done. “From the root to the top of the tree, it’s dying,” he tells me in a video call. “There are too many factors that are going to take it all away.”

We’ll start with the “what.” As both Raby and Hodgman tell it, the basic supply of new OEM-quality replacement parts—that is, parts manufactured by either the original equipment manufacturer or to the same quality—has all but dried up. If there are aftermarket or non-OE supplied parts available, they’re of sub-par quality and often fail right out of the box.

“Radiators, hoses, basic stuff started to be a struggle ten years ago or so,” explains Hodgman. “Then the pandemic happened alongside the push for electrification, and that has had a staggering effect on parts availability. Ten years ago, it wasn’t really a problem, it was just annoying. But, as the years have gone on, it’s only gotten harder and harder and harder.”

“It’s 356, it’s 914, it’s Volkswagens, it’s the more modern Porsches—it’s everything,” says Raby. “Inflation has helped with parts supply for 996 and 997s because it’s taken some of the demand away—that’s good. The parts supply is there, but now we have is the quality of the parts.”

He tells me of troublesome oil-air separators and water pumps, finding that more than a few are duds right out of the box. As a result, he’s been forced to build a specialized test rig in the shop to test the oil-air separators before installation. “If it was built during or post-COVID, it has a question mark on it, quality-wise,” Raby says, frustratedly. “Now, we go by date-codes.”

Ah, there it is—the great “Everything Shortage” of 2020 and onward. Peak pandemic supply struggles saw acres of brand-new vehicles parked en masse mid-assembly, awaiting parts. As automakers scrambled to fill in-market parts supply, many production lines for old parts were pivoted in the name of profits. “Suppliers are turning off these mildly profitable lines and retooling them for newer cars for which there are mass shortages as well,” says Hodgman. “I get that it’s simply supply and demand, but that doesn’t help me any.”

So, as the OE supply dwindles, lower-tier suppliers fill the vacuum with sub-standard replacements—or nothing at all. According to both Raby and Hodgman, stock of legacy electronic modules for mass-produced are essentially non-existent. “You need an E-GAS module for your [Mercedes-Benz] 500E—a part that it essentially needs to run? Good luck—I bought the last seven Mercedes had in stock, and they’re never going to replenish them ever again,” says Hodgman, laughing ruefully. “I’m going from recommending certain cars to not, simply because the parts supply is such a dreadful ordeal, and there’s no ready workaround.”

I push Hodgman on what the limits are of this scarcity, asking him what would happen if a wealthy owner brought his 500 E in for a module fix. “Well, I’ll say that we have two options. Either we sit and wait patiently for a good used one—hopefully—cause no one is remanufacturing,” he explains.  “Or, you unfortunately have to re-engineer the car, and that’s an expensive proposition. You’re taking what was a $1000 module problem and turning it into a $30,000-$40,000 re-engineer problem.”

I’m sure owners of most pre-war and low-volume cars are nodding in affirmation by now. Parts supply for some early cars is non-existent to the point where everything is custom fabricated or re-machined. For many cars, it’s been this way for well over half a century, and in most cases this means metal and shop work and is mostly a matter of money and time. The same cannot be said for those irreplicable electric components.

Ok—at this point, you’d think there’d be enough moneyed enthusiasts sick of crappy parts and long layovers at the shop that someone would step in to re-introduce quality components. And people have, to a degree; Raby tells me Flat-Six Innovations is building more exhaust components, coil packs, and modified water pumps in-house. “In some cases, we’re taking older parts and fitting new bearings in and building it ourselves,” he explains. “We’re building a better part.”

Problem at least partially solved, it seems. But this perceived gold rush—driven primarily by the extreme appreciation in the collector car market—has spawned a legion of new shops who, according to Raby, don’t know what they don’t know. “They just buy all these parts and think it’s ok,” says Raby. “They don’t know any better. They could have the best intentions in the world, they could want to sell a great engine, but don’t know it’s filled with junk.”

“People come to me with broken cars, telling me ‘I’ve replaced this, I’ve replaced that,’ and in their mind, those replaced parts are no longer a factor in the problem. A guy like me questions the new part first,” he continues. “There are some instances of cars going to shops, and leaving worse off than when they first went there.”

I reached out to Hagerty senior editor and noted 1970s–2000s Ford expert Sajeev Mehta for a more domestic perspective on the Teutonic shortage. “The thing to remember with mainstream [domestic] brands with huge dealer networks is that their parts supply decreases far less rapidly than the cars themselves get scrapped,” he explained in an email. “I can pretty much rebuild a 1986 Ford Taurus under the hood with parts from eBay and Rockauto because they made the parts by the hundreds of thousands and very few cars still exist to utilize them.

“Dealer networks from Porsche, Honda, VW, Toyota, et cetera weren’t nearly as large as the big three back in the 1980s and 1990s, so their parts supply dried up a lot quicker, which exacerbated the problem during the pandemic,” he continued. “The problems you are noticing are real, and that’s why I smile at my euro-centric car friends and wish them the best.”

I ran this by Raby. “I can get any part I want for my old Bronco with absolute ease,” he laughed. “What you also need to keep in mind is much of what the Big Three built also shared a ton of parts across many models. Porsche? Not so much.”

Where do we go from here? Is there a tipping point?

Hodgman is somewhat optimistic, particularly on emerging tech like metal 3D printing. “I hope as technologies become more accepted and advanced, the price will come down and these niche items will be easier to find,” he reflects. “I hope we’re in this middle lull where the emerging technologies can’t quite meet the demand we’re having now—but hopefully in ten years, that will come around and start to flip.”

“Unless people really step it up, it’s going to become quite a nightmare and chore,” he continues. “At the same time, it’s going to take a lot of mid-grade cars off the road as parts cars. I see that happening now.  Cars that are a little tired, a little worn. But, they have a bunch of stuff you can’t get anymore, and it’s worth more in parts than as a car.” Hodgman tells me has four “rough” 500Es as parts cars, and I cry foul at the idea of decommissioning such a special car. But, without this sacrifice, a lot more 500Es would be off the road.

I ask Raby what we as enthusiasts can do to potentially turn the tide in our favor. “We need to hold manufacturers, shops, and automakers to a higher standard,” he explains. “Be a better consumer through education. It’s up to the hands, minds, and wallets of the [car] owners. If you keep buying the junk, the bar will never be raised.”

In the meantime, I think this has the very real potential to push a portion of enthusiasts who were not considering electric conversion over to the sparky side. When faced with the choice between pickling a prized car for want of unobtanium componentry or installing one of the (nearly) drop-in EV conversion kits becoming increasingly available, more might take the plug-in path than previously expected.

Hodgman rejects this false dichotomy. In true early-AMG fashion, he’s swapping a 6.2-liter M156 (think C63, E63 AMG) into a 500E donor car hooked up to a BMW-sourced six-speed manual. “It’s so, so much easier to get parts [for the M156], and it keeps the true spirit of the car intact,” he says, sounding excited. I ask him when he thinks it’ll be ready. “I’d get it done a whole lot faster if I had another set of capable hands on my staff.”

Hear that? That’s the sound of another can of worms being cracked open.

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Mercedes is one of the few manufacturers that continues to believe in coupes. In evidence: The 2024 Mercedes-Benz CLE, a handsome two-door that goes on sale next year, to be followed closely by a CLE Cabriolet.

The CLE Coupe, at 191 inches long, 73.2 inches wide, and 56.2 inches high, is considerably larger than the C-Class Coupe it replaces, down to and including the trunk, which has a capacity of 14.8 cubic feet and can accommodate three golf bags. (An important stat for a car in this segment.) If those dimensions sound eerily familiar, you aren’t crazy: The CLE is almost the exact same size as the E-Class Coupe, which the CLE also replaces for 2024.

Benz’s 64-color ambient interior lighting system is standard in the CLE, as is a 12.3-inch digital driver display and 11.9-inch, S-Class-style center touchscreen. There’s an “avant garde” sport seat design, and a 17-speaker Dolby sound system. Nappa leather is an option, with MB-Tex upholstery standard.

You can choose between a four- or six-cylinder engine: The CLE 300 4Matic has a 2.0-liter, 255-hp four-pot, and the CLE 450 4Matic a 3.0-liter inline-six with 375 horses. Both are turbocharged, with a 48-volt mild hybrid system that can add up to 23 hp. Top speed on both cars is limited to 130 mph. The nine-speed automatic transmission routes power to all four wheels.

Outside, the styling showcases a long wheelbase, “ a well-positioned and strongly inclined A-pillar, a short front overhang and a slightly longer rear overhang, as well as pronounced shoulders and large wheel arches,” Mercedes says.

“True to the Mercedes-Benz design philosophy of Sensual Purity, the result is a powerful, dynamic design that embodies an emotional statement from every perspective.” The word “muscular” appears more than once in the press materials for the CLE. An AMG Line package, which adds a sportier aesthetic, is optional on the 300, standard on the 450. Suspension is multi-link front and rear. Wheels are 18, 19, or 20 inches in diameter.

Pricing information will be released closer to the CLE Coupe’s introduction, which will be early in 2024.

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There was a time when Mercedes-Benz vehicles and diesel engines went hand in hand, starting with the 1936 260 D and ending, for American buyers, in 2017. While newer diesel-powered cars have some dark historical clouds above them, it’s nothing but blue skies for a classic Mercedes. Consider the OM615 diesel powerplant in this 1967 Mercedes 200 D, whose engine’s meager output (around 55 horsepower) is overshadowed by its legendary durability. Mercedes diesels are adored across the U.S., and this Palm Springs–based example looks to be living its best life in a city passionate about preserving classic cars and modernist architecture.

Both building and car make an excellent pairing. Together, they would qualify as a tourist trap in this iconic city. as this W110–bodied Mercedes 200 D still wears the vestiges of mid-century tailfins on its quarter panels. It’s all very space-age, though with German sensibility in place of American ostentatiousness.  This example presents well in the photos provided: It was purchased new in San Francisco and remained with the original owner’s family until 2021. Mercedes’ famous color-keyed wheel covers remain intact, but the seller states the tires have aged out. The next owner will need to replace them.

Watch out for the gloriously chromed grille when you sneak a peek at the four-cylinder OM615 diesel engine under the Mercedes’ hood. The seller states the vehicle was recently inspected in Palm Springs, receiving fluid servicing and a new battery in the process. The honest condition of the engine bay is refreshing; there’s no added shine from engine-dressing sprays. Instead, we find a straightforward representation of the iconic Mercedes diesel. Behind the mill is a four-speed manual transmission to ensure you have the most control over its torquey power curve.

The interior presents as well as you’d expect from an antique with such a long ownership history with one family. While the seller states the steering wheel is cracked (an issue easily remedied by yourself or others) the rest of the interior looks fantastic. The headlining appears clean and tight, and the seats have been reupholstered in fresh MB-Tex vinyl. A Becker Mexico radio provides period-correct audio to go with the vintage diesel soundtrack.

As of this writing, this W110-chassis Mercedes diesel has six days left on a no-reserve auction. Bidding is currently significantly less than what a clean and well-cared-for model would appraise for on the Hagerty valuation tool. The high bidder is likely to get a diesel Mercedes in wonderful condition, and we hope they love it as much as the original owner has.

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Allegations of fraud are rare in the world of high-end collector cars. When such claims do happen, they reverberate like a shockwave through the comparatively small community. The implications on people, restoration shops, and cars at the center of the accusation can be lasting. At the end of May, noted Mercedes-Benz restorer Kienle Automobiltechnik became the focus of an investigation by German authorities, who suspect the company created a duplicate vehicle using the chassis number of a car that had not come to market in decades.

The car that prompted the scrutiny is a 1961 Mercedes-Benz 300SL roadster that hasn’t been registered in 50 years. The car, a disc-brake example painted in Fantasiegelb (Fantasy Yellow), was featured in the 1961 Geneva Motor Show and repainted red shortly thereafter. It recently sold for €1.6 million ($1.74 million USD). When the new owner went to register the car in Germany, they discovered that another 300SL was already registered with that chassis number—a Fantasy Yellow example sold through Kienle in 2019.

The joint press release from the offices of the public prosecutor and the Baden-Württemberg State Criminal Police states that Kienle’s private residences and headquarters were searched, extensive evidence recovered, and that the investigation is ongoing. Meanwhile, Kienle has issued its own press release, asserting that the suspect car was never in its facility for the purposes of restoration. Rather, Kienle states, the car was in its custody because Kienle was serving as broker in the transaction. (The release also recommends buyers seek an expert report that identifies potential counterfeits, though no such report was ordered in this instance.) Kienle says it intends to pursue legal action against those who brought the allegations.

Those with longstanding involvement in the classic Mercedes-Benz world were shocked by the news: “It was very surprising to hear Kienle’s name come up in something like this,” said Canada-based Rudi von Koniczek, himself a leader in the 300SL restoration world. “There are instances where people have built a fraudulent car and sold it as the real article. That’s criminal—that’s wrong. But for Kienle brokering the sale, that’s stepping in shit and not knowing it. I feel for him and his employees. I think Kienle was involved in unfortunate circumstances, and that can happen to anyone.”

When authorities seek to find the truth amid cars claiming the same identity, they often reveal a tangle of allegations and assertions of what really transpired. Collectors are reminded in these instances of the perils surrounding high-dollar purchases. Mistakes happen, but when the potential exists for a big payday, there exists strong motivation to knowingly create a counterfeit car.

“Chassis numbers that no one has seen in years are fertile ground for the criminal mind,” said appraiser and Hagerty Price Guide publisher Dave Kinney. “There will always be an element that will go to great lengths to make a fake designer purse, watch, or Rembrandt. Cars present their own level of complexity, not just for the myriad parts involved but also because of serial numbers. With every model, there will always be a few ‘missing’—those [cars] that have been wrecked beyond repair, those that were secreted away in a quiet place, and those sent to off-the-radar countries.”

What’s a buyer to do? Recourse for consummated deals of cars that are later discovered to be fakes can prove challenging, to say the least. It’s best to perform as much diligence as possible on the front end. If buying from a broker, confirm what research they have done on the vehicle. Then, since there’s always a chance that people can be fooled, the best safeguard (as Kienle suggested in its press release) is to hire an expert. This can be an extensive, expensive process, but the upfront cost is justifiable given the peace of mind it offers: that your car won’t be recast as a replica and devalued by evidence that surfaces in the future.

Such experts—whether a reputable restoration shop, a qualified marque historian, or even Mercedes Classic itself—pore over available documentation and the car itself in forensic detail. Koniczek has performed such services for clients. “We examine bolt types and sizes, types of weld, the fonts and positioning of the stampings,” he said. Koniczek has even examined the thickness of the metal on various points of the car in pursuit of answers. Counterfeiters can get close, but minute variables tend to come to light in such inspections. Still, nothing is guaranteed.

The collector car world will watch as the Kienle case unfolds in Germany; authorities are not only investigating the 300SL sold in 2019 but also looking for evidence of other duplicates in the shop’s history. In the meantime, what’s transpired is both a cautionary tale and an unwelcome mark on restoration shops. For that reason, Koniczek contends, respected players have little reason to cut corners. “Those who are in the business for a long time have too much to lose. The guys who do it deliberately, they’re short-lived,” said Koniczek. “What’re they accomplishing? They’re putting a blight on every restorer. Why not just play it straight?”

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Created by Mercedes-Benz’s California design studio, the Vision One-Eleven is a twofold endeavor. In one respect, it serves the role of traditional concept car: a sleek vision of the future. At the same time, the Vision One-Eleven is an homage to the legendary Mercedes-Benz C111 concept, particularly the C111 II that was presented in 1970 at the Geneva Motor Show. In its time it, too, was a wild attempt to imagine life on four wheels in the decades ahead.

Possibly the coolest car Mercedes-Benz never sold, the wedge-shaped, gullwing-doored C111 II was a world away from the staid sedans that made the bulk of the company’s production to date. Perhaps not quite as polished a design as the period’s finest Italian exotica, such as the Lamborghini Miura, the C111 II certainly wasn’t far off in terms of raw visual impact.

Contrary to the deepest desires of Turin’s “carrozzieri,” however, looking great on a turntable was never the C111 II’s end goal. Mercedes-Benz built six examples of the vehicle, each made to drive fast and hard, day in and day out. Combined with its arresting looks, this proven capability cemented the C111’s legendary status.

Consider that the Mercedes-Benz of half a century ago was a conservative, engineering-led company that didn’t deal in flights of fancy. The concept was meant to make a splash, yes, but the C111 project’s primary purpose was to serve as a high-performance testbed for a diverse range of technologies, chiefly among those the Wankel rotary engine. In fact, the C111 II was equipped with the most advanced rotary powerplant built by Mercedes-Benz: the four-rotor DB M950 KE409 with direct fuel injection, whose 350 horses powered the prototypes a top speed of more than 180 mph.

With such formidable performance, looks to die for, and a halo from Mercedes-Benz’s then-impeccable reputation for peerless engineering integrity, blank cheques for the C111 started rolling in from customers who viewed it as the spiritual successor of the unforgettable 300SL. All requests were, however, politely rejected; the C111 was never meant for production, which we can also say of its modern counterpart.

Although the two axial-flux electric motors powering today’s Vision One-Eleven may not ignite the enthusiasts’ imagination quite the same way a high-powered rotary does, they indeed represent the current state-of-the-art in powertrain technology. Perhaps more relevant is that electric propulsion promises to play a much more significant role in our future mobility than any other emerging tech, let alone Felix Wankel’s troubled brainchild. Mercedes-Benz itself abandoned the rotary soon after the C111, switching the program’s focus toward diesel power.

Despite the cutting-edge powertrain and impressive battery technology on board, there’s no mistaking the Vision One-Eleven for anything but a styling-led showcase. And, unlike the C111, this concept probably won’t be caught anywhere near a test track. For some that’s a critical disconnect, reason enough to dismiss the Vision One-Elven as a shallow nostalgia play to leverage some half-century-old gravitas from a concept that actually pushed the envelope.

Remember, too, that the C111 was a clean-sheet idea that came out of the blue. The Vision One-Eleven follows a long series of Mercedes-Benz concept cars with which it shares a signature style, to the point it might as well have been painted silver and given another name. The so-called “sensual purity” design language, spearheaded by long-time Mercedes-Benz design boss Gorden Wagener, is characterized by smooth curves and large, uninterrupted surfaces almost entirely devoid of character lines.

Character lines are the lines, or creases, on a vehicle’s body that serve solely an aesthetic purpose, but you’ll have a hard time finding any on the Vision One-Eleven, or on any other of the latest Mercedes-Benz concept cars, for that matter.

While I’ll be the first to admit that “sensual purity” has made for some visually impressive and refreshingly minimalist concept cars over the last decade, its application on production Mercedes-Benz models has rarely produced a compelling a result. The possible outlier here is the oh-so-lovely AMG GT coupé.

The front end is where the Vision One-Eleven more directly apes its illustrious predecessor, with the twin blacked-out air outlets neatly merging with the windscreen’s graphic and the three-pointed star sitting directly on the orange-painted surface rather than inserted into a grille as usual.

That’s likely because the electric Vision One-Eleven doesn’t have a grille, so its large black “mouth” serves as nothing more than a gimmick—there just to offer a pixelated representation of the C111’s large round foglights. This is nevertheless my favorite part of the design, and arguably the most visually appealing, with the smooth curvature of the fenders and bold graphics vaguely evoking another gorgeous retro-futurstic concept car: Pininfarina’s Maserati Birdcage 75th from 2005.

Things really diverge between the Vision One-Eleven and the C111 II when we look at the interior design. Although impressively well-laid out for an experimental vehicle, the C111’s snug cockpit was a decidedly sombre affair in which form closely followed function, leaving little room for stylistic flourishes.

Things couldn’t be more different aboard the Vision One-Eleven, in which the compactness of its electric powertrain creates a much larger cabin for Mercedes-Benz’s designers to really flex their muscles. It’s an inspired mix of the somewhat clinical all-white ambience (characteristic of most recent Mercedes concept cars) and various influences from the late 1960s and early 1970s. The seats’ elongated lounge-chair shape is reminiscent of many period show cars, such as Chevrolet’s Astro I or the Manta Ray, and I just can’t look at their shiny silver upholstery without thinking about that of Bertone’s Lamborghini Marzal from 1967.

Ultimately, the Vision One-Eleven is yet another slick concept car whose legacy is unlikely to leave much of a mark. This is in no way the fault of the designers, whose fine work here is reflective of their passion and competence. The design brief itself, to recall such an irreplaceable classic, invites the risk that the successor cannot measure up to a beloved piece of Mercedes history.

No speed or endurance records will be broken. An amazing production model along these lines is unlikely to follow. Yes, the clever engineering behind the Vision One-Eleven’s highly efficient battery and electric motors may in some form find their way into upcoming Mercedes models, but Vision One-Eleven’s time in our collective memories is likely going to be measured in weeks rather than decades.

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Matteo Licata received his degree in Transportation Design from Turin’s IED (Istituto Europeo di Design) in 2006. He worked as an automobile designer for about a decade, including a stint in the then-Fiat Group’s Turin design studio, during which his proposal for the interior of the 2010–20 Alfa Romeo Giulietta was selected for production. He next joined Changan’s European design studio in Turin and then EDAG in Barcelona, Spain. Licata currently teaches automobile design history to the Transportation Design bachelor students of IAAD (Istituto di Arte Applicata e Design) in Turin.

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This article first appeared in Hagerty Drivers Club magazine. Click here to subscribe and join the club.

I grew up on Long Island in a small city called Glen Cove. I’ve loved cars since I was a toddler. I was told by my grandmother that at the age of 4, I would walk down the street and could name the make of just about every car we’d pass. Over the years, I collected Corgi car models, had a large Aurora HO–scale racing set, and built a number of plastic models. I still have most of the Corgis, as well as the first model I ever put together with my dad, a ’40 Ford coupe.

Dad was into American cars. First a Ford or two and then the ones I remember most vividly—a ’68 Toronado, a ’72 Toronado, a Pontiac 6000, a Grand Prix, and then his final car, a 1982 Firebird. I inherited that car when he passed away, but it was stolen from a parking spot a block away from an apartment I had in New York City.

Our driveway was directly beside my neighbor’s driveway, however, and that was the real story, because our neighbors went the German and British route. An MGB, a BMW 2002, several Mercedes-Benz sedans, and then a 450SL in Light Ivory and Palomino. That’s the one I fell in love with.

Many years later, I married, had a dazzling daughter, and bought a 1965 220SEb cabriolet, a four-speed imported from France. It was a terrific car, but then I got divorced and my ex-wife ended up with it. Such is life.

I got remarried to a wonderful woman who truly enjoys cars. We wanted to get a classic Mercedes, but another 220 was not in the cards. We bought an ’84 300CD to fix up and enjoy. While looking through classifieds one evening, I mentioned how much I wanted to get a nice two-seater convertible—maybe some type of SL. My wife looked up and said, “I’ve always liked those cars. Let’s get one.” We spent the next several months looking around the Seattle area and online.

Soon we found what looked like a nice ’86 560SL in California—a clean, two-owner car. The seller seemed a bit reluctant to chat, and we agreed to have a follow-up call. He began the second call by saying he had checked me out. I told him I had done the same, that I had looked him up on LinkedIn. “No,” he said, “I really checked you out.” At the time, he was chief of police in a small town in between LA and San Francisco. I didn’t know what to say. His next words: “I’m happy to sell you my car!” I had passed his test as someone who would look after the car and treat it the way he did.

We had “Rosie” shipped up to Seattle in January 2014. About a year and a half later, we moved east, and the SL is now safely tucked into our two-car garage. We take Rosie out in nice weather as often as we can. My wife ended up with a classic she has always liked, and I ended up with the Mercedes I’d loved since I was a kid. In Light Ivory over Palomino, no less.

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23 new records, 1 day: Rimac Nevera redefines fast

Intake: Rimac’s battery-powered Nevera just set 23 acceleration and braking records in a single day. The headliner is the Nevera’s 0-400-0-kph (0-249-0 mph) run, which it clicked off in just 29.93 seconds. That time is over a second quicker than the previous record, set in 2019 by the V-8-powered Swedish hypercar, the Koenigsegg Regera. Each of the Nevera’s records was independently verified by two third-party testing companies, Dewesoft and RaceLogic. Other records toppled by the 1914-hp, 1741 lb-ft Croatian rocket ship: 0–60 mph, 1.74 seconds; 0–100–0 kph (0–62–0 mph), 4.03 seconds; quarter-mile ET, 8.26 seconds; 0–100 mph, 3.23 seconds; and 0–250 mph, 21.89 seconds. (Highest times shown, since occasionally the two testing companies got different results.) Rimac will make only 150 Neveras, and deliveries are already underway.

Exhaust: From a standstill, the Nevera can accelerate to 400 kph (249 mph) and brake to a standstill faster than it took the McLaren F1 to reach 350 kph (216 mph). Not bad for company founder Mate Rimac, a guy who started by EV-swapping his E30 M3 after he blew its motor during a race. — Nathan Petroelje

Liter for liter, this Porsche 912 outguns a 911 2.7 RS

Intake: Hungary’s KAMM Manufaktur is fitting its Porsche 912c restomod with a two-liter JPS Aircooled flat-four with the highest claimed specific output of any air-cooled street engine. The motor’s 95-hp-per-liter shames the specific output of the real-deal Porsche 911 2.7 RS, whose engine can only muster 78 hp from the same displacement. Do the math and you’ll note that the car’s total power is 190 hp, which isn’t especially astonishing, but consider that the 912c weighs in at less than 1500 pounds: It’s a recipe for a riot. The minimal mass is courtesy of a part-carbon body and Lexan windows, while a full-fiber shell is also an option. KAMM has configured the 912c to make it at home on the road or the track. TracTive semi-active coilover suspension is installed, and there are APC brakes, a 901 five-speed manual transmission, and a ZF limited-slip differential. Each KAMM 912c costs $390,000 including a donor car, or $350,000, if you supply your own.

Exhaust: “The 912c is designed to be as usable as a modern car but retains the driving experience of a classic racing car,” says KAMM founder Miklós Kázmér. The idea definitely seems to have appeal with the first car set for delivery to an owner in Florida and only two build slots left in 2023. Look out for our test drive in the coming weeks. — Nik Berg

Mercedes luxury, camper vans coming to U.S.

Intake: A new battery-powered vehicle architecture from Mercedes-Benz will birth a new luxury van that will, at long last, be offered to American buyers. Beginning in 2026, all Benz’s commercial and private luxury vans will ride on a new modular, scalable platform called VAN.EA. The electric architecture will feature a standardized front module across all models, a scalable center one depending on the wheelbase and battery size of the van in question, and a rear one that will offer an electric motor for vans specced with all-wheel-drive capability. Alongside the luxury and commercial vans, Mercedes says it plans to introduce a new line of VAN.EA-based camper vans. Outputs, range, and battery capacities have not been released yet. Currently, the Mercedes-Benz eSprinter, which will go on sale in the U.S. later this year, claims to have traveled from Las Vegas, Nevada, to Long Beach, California, (roughly 283 miles) on a single charge of its 113-kWh battery pack. Expect the new VAN.EA architecture to offer driving ranges that match or exceed that distance—in at least some of the configurations.

Exhaust: The van’s simple “two-box” layout makes it a prime candidate for electrification. Offering multiple models on a single architecture will reduce manufacturing complexities and offer significant cost savings—Mercedes says it plans to reduce portfolio variants by over 50 percent compared to its current vans with gas-powered engines. — NP

Over 400 Ferraris recalled for potential fuel leak

Intake: The National Highway Traffic Safety Administration has issued a recall for 425 Ferrari 296 GTB models from model years 2022 and 2023 and for GTS models from 2023. The issue relates to some corrosion detected on the fuel-tank connecting pipe due to unintended contact between the pipe, which is made of aluminum, and the high-voltage battery protection cover, which is made of glass fibers and inox steel (essentially stainless steel). Unintended contact between the pipe and the cover allowed the formation of corrosion on the pipe due to a chemical reaction between the aluminum and inox steel, which in turn allowed the formation of a hole in the pipe that permitted fuel leakage.

Exhaust: Ferrari is aware of no incidents that have been caused by the potential leakage. The fix is to install a new fuel-tank connecting pipe that is reinforced with an anticorrosive protective sleeve made of rubber. Owners of cars made on April 20 of 2033 or later needn’t worry—those 296s have already been fitted with the new pipe. — Steven Cole Smith

Higher incentives, income lower car payments

Intake: New-vehicle affordability improved slightly in April and contributed to improving new-vehicle sales, according to the Cox Automotive/Moody’s Analytics Vehicle Affordability Index. Most factors helped as declining new-vehicle prices, increasing incentives, and improving incomes offset a small increase in the average new auto loan rate. Median income grew by 0.3 percent, incentives from manufacturers increased to their highest point in a year, and the average new-vehicle transaction price declined slightly in April. The average new-vehicle loan interest rate increased by 3 basis points to 9.52 percent. As a result of these changes, the estimated typical monthly payment declined 0.3 percent to $766, from an upwardly revised $769 in March. The average monthly payment peaked at $792 in December 2022.

Exhaust: “Though we are seeing some slight improvement in our index, affordability challenges are still a major barrier to the new-vehicle market,” said Cox Automotive chief economist Jonathan Smoke. “We continue to see subprime buyers [those with below-average credit scores —Ed.] squeezed out of the auto market by the Fed repeatedly moving rates higher. The 10 consecutive rate increases have limited who can buy vehicles to mostly high-income, high-credit-score buyers.” — SCS

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Editor’s note: Adrian Clarke is a professional car designer, having graduated in automotive design from Coventry University and achieving a Masters in Vehicle Design from the Royal College of Art in London. Tutored by the likes of J Mays, Clarke worked at a major European car maker before the pandemic knocked the world into a cocked hat. He now writes about design for Hagerty Media. Here he analyses the W113-generation SL “Pagoda,” in the year of its 60th anniversary.

Let’s try the car enthusiast’s version of a mindfulness exercise for a moment. Close your eyes, and take a moment to imagine the quintessential Mercedes-Benz. I’ve got a crisp bank note, denomination of your choosing, that says the car you were picturing was constructed of mostly straight lines combining to construct a logically solid, yet elegant and restrained-looking car; nothing like a current Benz. The man most associated with this Germanic aesthetic was Italian, the legendary Bruno Sacco, who headed the Sindelfingen studio from 1975 until 1999. But like a lot of great designers, he was the refiner not the instigator. It was his predecessor who first moved Mercedes away from pontons and gullwings at the beginning of the Sixties.

Paul Bracq, who would later make his name at BMW, studied under his countryman, French industrial designer Phillippe Charbonneaux. Like the American Raymond Loewy, Charbonneaux was true design polymath, both men leaving an indelible mid-century mark on their respective homelands. Bracq only worked for Charbonneaux for two years before having to complete his French national service. Recognizing a young talent, when he returned in 1957 he was offered a job in the design office at Mercedes.

The Mercedes image towards the end of the Fifties was one of rounded solidity. Above a range of indeterminate bulbous saloons sat the 300SL, recently can-opened into a roadster to prolong its shelf life, at the demand of Max Hoffman, Mercedes’ importer in America. Fearsomely expensive, it was essentially a race car for the road. Underneath it sat the similar looking, but rolling on four cylinder saloon undercarriage 190SL.

Mercedes was well aware the 190 was not a performer, so in time-honored tradition in 1957 engineers bolted an injected six into it and threw it swing axles et al, around the Nürburgring. It was nearly 25 seconds faster than the standard car, but technical difficulties and knowing such a model would be nearing the end of its life by the time it reached production put an end to the idea. The harsh reality was this pair of cars were too much and too little for the market. Now the time was approaching to replace them, and something to split the difference was needed.

Around this time Mercedes was developing a new range of saloons—the W111 “Fintail”—that would introduce a revolutionary idea: a rigid passenger cell with deformable structures front and rear to absorb the energy from an accident. We call them crumple zones. It didn’t make commercial sense to use such an expensive, radical new platform for just one range of cars, so in 1960, Professor Fritz Nallinger, Mercedes’ Technical Director, suggested using it for a new sports car to replace both the 190 and 300SL. The man behind crumple zones was engineer Béla Barényi, who over the course of his career registered over two thousand patents for automotive safety. And his ideas would later give the new sports car one of its most distinctive features.

Mercedes had withdrawn from all motorsport following the Le Mans tragedy of 1955, so the new car was not beholden to any racing activity. It was free to be its own thing. And what Mercedes wanted was a mature car that reflected the brand’s prestige and solidity, with a newfound importance placed on safety.

Introducing the car to the press at Chateau des Eaux Vives in Geneva 1963, Professor Nallinger said: “But now I may be permitted to explain the conception of our new 230SL model: It was our aim to create with this model a very safe, fast sports car with high performance which, despite its sports characteristics, has a very high degree of travelling comfort.”

The W113 230SL sat on a shortened W111 chassis with the 2.3-liter, straight-six-cylinder engine taken from the saloon, but with mechanical multipoint injection to move the power up the rev range. A four-speed manual was standard, but with Mercedes keeping an eye on its main export market of the United States, the new SL was offered with both a four-speed auto and power steering at extra cost.

Pan-European road travel was still a possibility in those days. Depending on whether you were skiing or sunning the 230SL could be ordered as a convertible, a convertible with the hard top, or only the removable hard top (and no soft top underneath—confusing, I know). The distinctive concave shape of the hardtop, soon nicknamed “Pagoda” due to its resemblance to East Asian temples came about as a safety feature, again from the fertile mind of Barényi. He thought the highest point of the roof should be nearer the passengers heads rather than the middle, which gave the added benefit of larger side windows. Other safety features included split circuit front disc brakes, padded interior surfaces with no sharp corners, a collapsible steering column and, for the first time on a Mercedes, radial tires.

Although Unsafe at Any Speed, the campaigning book by Ralph Nader, wouldn’t be published until 1965, automotive safety was something conscientious manufacturers were designing into their cars. The Rover P6, although not a competitor, emerged the same year as the Pagoda and had standard seat belts, an ergonomic interior with break-away plastic switches and headlights that refracted a portion of light back towards the driver, allowing them to guide the car accurately in the dark.

Dispensing with the upright, rounded stuffiness of the saloons, Bracq sketched a new sporting Mercedes that wasn’t beholden to the overt streamliner influences of the Gullwing. The Pagoda’s trick is looking substantial without appearing heavy. Mercedes’ reputation was built on quality of construction and thorough engineering. So although SL nominally stands for Super Lecht (Super Light), a gossamer, lightweight-looking car wouldn’t work for the brand image. It had to be something that exuded quality and usability.

The Pagoda manages this by limiting the depth of the bodyside, or at least appearing to. It’s a visual trick accomplished by painting the sills black, so they disappear. It makes the whole car sit lighter on its generous wheels. Although the headlights are vertical they sit lower than the bonnet which has a slight bulge because it hides a tall engine from a saloon; this tempers the formality of the lighting’s upright graphic.

It’s a supremely elegant confection of gently worked parallel lines that at first glance appear simple, but are extremely considered—there’s the merest hint of a hip just behind the door, and when viewed in profile there’s a subtle rake to the tail and a gentle taper towards the rear, giving an impression of movement and dynamism. When the hard top is in place it almost disappears thanks to the shallowness afforded by that concave shape and the generous glazing—a literal and metaphorical temple to lightness.

It’s a car for the discerning, those who valued quiet authority and getting there in comfort and style, as opposed to arriving first. The thrusting symbolism of an E-Type meant it found favor with villains and wide boys. The flashiness of a Corvette was for astronauts. Although both would have been a lot cheaper and given more performance, they were an altogether noisier, rowdier experience. The 911, which was still a few months off, was going to be a much more expensive, exotic, and treacherous proposition.

The beauty of the Pagoda is not just in its perfect lines and proportions. It was a practical, easy to drive, ergonomic, and safe sporting car when such a thing was a novelty. It spoke to Mercedes’ depth of engineering and the thoughtfulness it put into design when the norm was to take a powerful engine, clothe it as tightly as possible, and make everything else secondary.

Bracq’s formula with the Pagoda was tweaked to be slightly more upright and formal for the next generation of saloons, starting with the W108 of 1965, which essentially set the Mercedes design language for the next thirty or so years, proving the inherent rightness of the original. When Bruno Sacco took over as head of design in 1975, he was acutely aware that because of a Mercedes’ longevity, there was a need for continuity of appearance between generations of models. He favored careful evolution taking into account advances in safety and aerodynamics, and successfully transposed Bracq’s themes from the Pagoda to further SL models and saloons of all sizes until the W220 S-Class of 1998, his final car.

The Pagoda’s appeal might be its timeless styling and its impeccable build quality, but its real legacy is that it was the genesis of what could be considered the journey to “peak Mercedes.” The quintessential Mercedes qualities were already in place, but the Pagoda gave them a form and identity that came to exemplify Gottlieb Daimler’s founding philosophy of “the best or nothing.”

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I am no expert, but I’d argue that even after 60 years on the road, you cannot fully appreciate the Mercedes SL “Pagoda” without two essential ingredients.

The first of these is a thin sliver of a handle, chromed and no longer than a Bic ballpoint pen. Easily mislaid, an SL driver loses it at their peril: This is the detachable, locking handle that is applied to the two roof fastenings on the windshield’s header rail.

The other ingredient required to see what all the fuss is about is, well, sunshine. Admittedly, it’s a little more difficult to manipulate than the roof’s locking lever, but today luck is on our side. The clouds have parted and early April showers subsided, and we have a 280 SL at our disposal.

For that we have Sam Bailey to thank. Bailey is the founder of The SL Shop, near Stratford-upon-Avon in England, and the W113-platform 280 SL is his. The 280 is the final evolution of the W113 platform, which began as 230 in ’63 and grew into the 250 in early ’67 before the 280 wrapped things up on the cusp of ’68.

Even among the sea of SLs of every era that surrounds Bailey’s temple to all things SL, the Pagoda—which earned its nickname from the shape of its hardtop roof—somehow manages to stand out and hold your attention. Encountering it is like looking across a crowded room and meeting the gaze of the partner you instinctively know “is the one.”

It’s 60 years since Mercedes’ W113 first drew a crowd, when it made its public debut at the motor show on the shores of Lake Geneva, on March 14, in 230 SL guise. The car and the thinking behind it steered Mercedes in a new direction, with design and engineering that was a marked step change from that which produced the 300 SL and 190 SL that came before. It’s the Pagoda that has best defined the concept and positioning of the SL ever since.

Let’s not get bogged down in product positioning, though. Especially when there is a 280 SL ready and waiting for a driver.

Back to that roof. With the sun shining, and a smattering of photographs captured of the car with the fabric hood raised, it would be rude not to lower it. Once you have been shown the technique to ensure nothing gets trapped or fouled, folding the top is a straightforward exercise that one person can manage quite easily.

It starts with the aforementioned locking handle, which Bailey keeps in the handy stowage tray between the seats. Latch it in turn to each fastening, twist to release, then get out of the car and walk around to other side, where you reach behind the passenger seat, pull a release lever for the rear of the roof, fold up the back—taking care not to crease the plastic window—then pull back and lower the rest of the roof frame, folding carefully as you go. With two people, it’s the work of no more than 30 seconds. With just a driver, there’s a little more to-ing and fro-ing.

It packs away out of sight beneath the rear deck, which fastens securely in place, assuming you followed the procedure correctly and didn’t jam anything along the way.

What was already a handsomely proportioned car is somehow elevated to a whole other level of style. The shallow body appears barely any deeper than the vertical headlight clusters. The shark-nose with that three-pointed star placed confidently on the grille hints at sporting intent without thrusting and gesticulating like a Jaguar E-Type, an impression further helped by Mercedes’ signature bonnet bulge. The boot lid tapers to a lower point than the rear wings, again adding a subtle hint of dynamism to the mix. The Pagoda is at once simple yet supremely confident, and of course, with the roof down the world can better peer at whoever is behind the wheel.

For the countless daytrippers and residents of Stratford-upon-Avon, it is likely to be disappointing that there’s a nobody at the wheel. People don’t just look at a roofless SL Pagoda; they smile, point, nod, or suck in air through their lips—sometimes, somehow, all at once.

In the Pagoda’s day, they may well have spotted a famous figure in the driver’s seat. The W113 was very much a plaything of the rich and famous. It cost nearly twice as much as an E-Type in Britain, because of import tax, and names associated with the car at the time read like a who’s who of Hollywood and rock ’n’ roll royalty. John Lennon, Sophia Loren, George Harrison, Stevie Nicks, and Stirling Moss all enjoyed their stints at the wheel. Moss went so far as to declare, “In all the years I have been driving, I cannot remember ever driving a car that I would have liked to own more.”

It’s certainly a hugely appealing cabin. Here lies a lesson in ergonomic knowhow: The driving position, the placement of the switchgear and Becker Grand Prix radio, the visibility of the VDO dials, the virtually-uninterrupted view in all directions—everything comes together to put you at ease. Try parking one of these in a tight spot, then attempt the same in an E-Type. You’ll quickly come to be thankful for the Germans’ ever-sensible way of doing things.

And as boring as it may sound, that attention to detail extends to making the Pagoda practical. For two, it is spacious, brimming with stowage space. The surprisingly large boot caters for an era when trans-continental travel by car was still the discerning, desirable way to proceed. With the roof down and American Optical sunglasses in place, naturally.

Actually, there’s one more thing you need to do when driving an SL Pagoda—wind down the windows, and rest your elbow on top of the door. Because while the SL held its own during contemporary independent road tests and endurance rallies, and its name (SL stands for Super-Leicht, Super Light) suggested a car of a deeply sporting bent, there is no finer pleasure to be had than sinking into the thing and just relaxing, feeling—no matter how fleeting the moment—your worries leave you behind in the air tumbling behind the car.

The 2778-cc straight-six engine, said to be good for almost 170 hp in its day, has a playful rasp between 1500 and 2000 rpm. Generally speaking, though, the four-speed automatic gearbox likes to shift up at 2500 rpm. Persuading it to kick down and hold a gear to experience the snarl at 4000 rpm takes some doing. When the 280 SL does pick up its heels, it’s pleasing to find that it takes corners in a flat, surefooted fashion, the open diff ultimately spinning away any excess of power over traction. However, such spirited conduct feels out of place behind the wheel of this most stylish of Mercedes.

Today, this is not only a car, but likely for many an achievement—perhaps a reward for selling your business or a car that has been handed down from one generation to the next, with the simple instruction to enjoy it before repeating the exercise for your own children in years to come. Like many Mercs, it also feels ripe for—whisper it, for fear of upsetting fans of preserving originality—conversion to electric propulsion.

The original 190 SL and 300 SL models were conceived thanks to the continual pestering of Max Hoffman, the importer of Mercedes in North America, who convinced Fritz Könecke, the general manager for Mercedes-Benz, that drivers in America expected a sports car from any prestigious brand. He got his way, with the pair of SLs making their world premiere at the International Motor Sports Show in New York, on February 6, 1954.

Nine years later came the SL Pagoda that, arguably, best defined the role that the car had to play. Nearly 50,000 would be made in total, and today a W113 is a sought-after classic car that appeals to enthusiasts and collectors alike, with the best of the 280SL breed valued at nearly $200,000. Naturally, that will be a concours example, and this icon of our times can be found for considerably less. See for yourself by browsing the Hagerty Price Guide.

Whichever end of the W113 market you find appealing, make sure of one thing—that the car comes with that locking handle for the roof. Because no matter what a sales person tells you, they definitely can’t arrange for sunshine.

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Clark Gable’s Jaguar will be gone with the wind at auction

Intake: A 1952 Jaguar XK120 ordered new by Clark Gable is to be sold at RM Sotheby’s Villa Erba auction in Italy in May. Gable specified his car in battleship grey with a red interior and opted for wire wheels, hood louvers, and a custom luggage rack. Gable drove the car all over Europe before importing it to California in 1953. He sold the Jag shortly afterward to Irving Robbin Jr. and it was purchased by the current owner’s father in 1982. It had a full restoration in 2011 that cost a blockbuster 400,000 Swiss Francs (almost $500,000 today) and reappeared in 2016. After 41 years in the same family, however, the XK is to go under the hammer on May 20.

Exhaust: It will be something of a homecoming for Gable’s XK when it is displayed on the shores of Lake Como. After taking delivery, Gable drove the big cat to Rome, staying at the Villa D’Este for three weeks en-route, no doubt, racking up an extensive bar tab. The bill for buying the car today is estimated to be between €300,000 and €500,000 ($330,000–$550,000). — Nik Berg

80 hp for $900/year? Benz: “Right this way”

Intake: Last year, Mercedes announced plans to offer improved acceleration on the EQE and EQS vehicles, which include both sport-utes and sedans, seemingly testing the waters when it came to customers’ receptiveness to the idea of paying more for extra power. Now we have the details: It’s called the “Acceleration Increase On-Demand” upgrade, which comes with your choice of one-time purchase for the lifetime of the vehicle, or monthly and yearly options. The performance upgrade is offered as an Over-the-Air (OTA) update available for the Mercedes EQE 350 4Matic and Mercedes EQS 450 4Matic Sedan and SUV. It raises the vehicle’s horsepower by 60 in the EQE, and 80 in the EQS, improving acceleration from zero to 60 mph by about a second or so.

Exhaust: The Mercedes-Benz EQE 350 4Matic gets a boost from 288 hp to 348 hp for $600 a year, while in the Mercedes EQS 450 4Matic models, the 80 hp gain gives it 435 hp for $900 a year. For eligible EQE models, the upgrade costs $1950 for the lifetime of the vehicle, and for the EQS, the upgrade will cost owners $2,950. There’s even a monthly plan for those who, say, need more horsepower in May, but in June, the regular horsepower is fine. No, we don’t know why you’d want to do that, but it’s there. — SCS

Tesla cuts prices again as it whiffs on promises

Intake: While Tesla vehicle sales are growing in the U.S., its EV market share is falling and competitors are getting better at challenging the dominance of the Model 3 sedan and Model Y crossover, analysts tell Automotive News. “Teslas are still hot must-haves, but the alternatives are getting way better and more appealing to consumers,” said Robby DeGraff, insights analyst at AutoPacific. “As such, Musk is feeling the heat of the competition as we’ve seen by another round of price cuts on his two highest-volume models, he said. “We’re awaiting a lot of promises that Tesla hasn’t delivered yet.”

Exhaust: Promises like the long-delayed Cybertruck, and “a reliable version of Tesla’s Full Self-Driving software, which is currently classified as advanced driver assistance and not autonomous, despite its name and $15,000 price tag,” Automotive News said. Without a lower-priced vehicle, Tesla has leaned on price cuts—and EV incentives—to push the Model 3 and Model Y into the mainstream. “The fact that a Model 3 now starts just a hair below $40,000 before any kind of federal tax credit kicks in is a good preview of what’s to hopefully come: actual, affordable EVs. People clearly want Teslas but are often priced out of them,” DeGraff said. — SCS

Alfa adds fifth flavor to Giulia, Stelvio

Intake: Alfa Romeo is offering a new limited-edition, Veloce-based 2024 Stelvio and Giulia Competizione models, which are the “most luxurious models yet with an authentic concentration of style and performance.” They get exclusive Moonlight Gray matte paint, red brake calipers, and a new 21-inch alloy wheel design. The interior adds a 14-speaker Harman Kardon audio system, leather-upholstered dashboard, seats with red stitching, and Competizione badging on the seat sides and headrests. Darker privacy glass completes the look. Both Competizione models get Alfa Romeo’s 2.0-liter, direct-injection turbocharged engine delivering 280 horsepower and 306 lb-ft of torque. Dynamics get an upgrade as well with the addition of Alfa Active Suspension tech.

Exhaust: Price: Not bad. The all-wheel-drive Stelvio Competizione is $57,420, including the $1595 destination charge. Pricing for the 2024 Alfa Romeo Giulia Competizione is $53,115 for the rear-drive model and $55,115 for the AWD version. — Steven Cole Smith

Study: Sales of electric cars to surge in 2023

Intake: Global sales of electric cars are set to surge to yet another record this year, expanding their share of the overall car market to close to 20 percent and leading a major transformation of the auto industry that has implications for the energy sector, especially oil, says research from the International Energy Agency (IEA). The new edition of the IEA’s annual Global Electric Vehicle Outlook shows that more than 10 million electric cars were sold worldwide in 2022 and that sales are expected to grow by another 35 percent this year to reach 14 million. This explosive growth means electric cars’ share of the overall car market has risen from around 4 percent in 2020 to 14 percent in 2022 and is set to increase further to 18 percent this year, based on the latest IEA projections.

Exhaust: “Electric vehicles are one of the driving forces in the new global energy economy that is rapidly emerging, and they are bringing about a historic transformation of the car manufacturing industry worldwide,” said IEA Executive Director Fatih Birol. “The trends we are witnessing have significant implications for global oil demand. The internal combustion engine has gone unrivaled for over a century, but electric vehicles are changing the status quo. By 2030, they will avoid the need for at least 5 million barrels a day of oil. Cars are just the first wave: electric buses and trucks will follow soon.” — SCS

Online car buying to blossom by 2030, study shows

Intake: UBS Banking says that based on “market-by-market analysis across our global analyst team, by 2030, we expect 50 percent of all business-to-customer car transactions globally to be conducted online versus 2 percent in 2022. We think this will reduce $50 billion of costs from the automotive distribution ecosystem, leading to structurally higher margins for car dealers and OEMs.” Combining this benefit with top-line growth, UBS says the $200 billion automotive distribution global profit pool could nearly double by 2030.

Exhaust: Within just a few years, UBS says, it will be possible for consumers to purchase almost any car online. UBS Evidence Lab data suggests consumers across five markets are ready for the transition. Twenty percent of respondents said they had already purchased a car online, versus 60 percent who said they were willing to do so. —SCS

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The AMG EQS is the latest in a rich line of Mercedes sedans stuffed with excessive performance. Going back many years, AMG versions of the S-Class—primarily the V-8 S63 AMG and V-12 S65 AMG—brought a dignified brutality to the inimitable full-sizer. To this day, when CEOs, celebrities, and kingpins want to project strength as they’re shuttled around Los Angeles, London, Moscow, or Hong Kong, they do so from the magnificently padded seat of a full-size AMG sedan.

Our own Grace Houghton and Aaron Robinson have driven other, non-AMG versions of the EQS, which is essentially Mercedes’ take on a pure-EV S-Class. (Read their reviews of the EQS 580 and 450+ here and here.) Both editors found the big bean to be an impressive first swing of an electric Mercedes flagship sedan, albeit one that could use some more at-bats. That’s indeed the case for this high-performance EQS, which also bears the burden of defining what AMG means when it’s powered by a battery.

Two years ago, almost to the day, I wrote a piece on the Mercedes-AMG E63 wagon. The prose was a bit breathless, looking back, but if any car deserved an extra helping of effusiveness this was it. A barking V-8-powered longroof you’d want to drive all day and night, from the school pick-up lane to the farthest-flung back road. Performance and practicality are enticing, of course, but what made this AMG so endearing was its honking German hot-rod personality. The car got under my skin, and I wanted it to stay there.

Driving the first all-electric Mercedes-AMG in America, the $148,550 EQS, produced no such attachment. Performance is not its shortcoming, so much as lack of charm. The car commands 751 hp and 752 lb-ft of torque from a dead stop. Acceleration, even in snowy conditions with winter tires, is sudden and violent. Dial back the traction control and it is possible to execute effortless, perfect drift circles in an unplowed parking lot. And despite its prodigious 5952-pound heft, the AMG EQS is remarkably agile on a twisty road, dancing over icy pavement like a lithium-ion humpback whale.

It even rides marvelously, with standard adaptive damping and air suspension that makes the car feel like it’s gliding. Such ride and handling prowess for a car in this class distinguishes the AMG EQS from the drag-king Tesla Model S, the car that planted the flag for electric high performance in the modern age but isn’t nearly as beloved for its chassis tuning. (For the record, Mercedes estimates the AMG EQS can sprint from 0 to 60 mph in 3.4 seconds, but it feels closer to 3 seconds flat. Even being generous, that’s still a second slower than the Model S Plaid.) More competition is fast approaching, too. In addition to the current Audi RS e-tron GT and Porsche Taycan Turbo S, BMW has just announced its own entry into this arena, the 650-hp i7 M70 xDrive.

Specs: 2022 Mercedes-AMG EQS

• Price: $148,550 / $159,110 (base/as-tested)
• Powertrain: 107.8-kW lithium-ion battery; twin permanently excited synchronous electric motors (one per axle)
• Horsepower: 649 hp (751 hp with additional boost in Race Start mode)
• Torque: 700 lb-ft (752 lb-ft with additional boost in Race Start mode)
• Layout: All-wheel-drive, four-door, five-passenger liftback sedan
• EPA-Rated Fuel Economy: 76/78/77 MPGe (city/hwy/combined)
• Range: 277 miles
• 0–60 mph: 3.4 seconds (est.)
• Competitors: Porsche Taycan Turbo S, BMW i7 M70, Tesla Model S Plaid, Audi RS e-tron GT

In what now amounts to a dreadfully familiar formula, the AMG EQS employs a large lithium-ion battery (here 107.8 kW) that feeds energy to electric motors, one on each axle. Total range is 277 miles, which is well shy of the rear-drive EQS and its claimed 350 miles. Given the sub-freezing conditions during our test, I was not surprised to experience range much closer to 230 miles. Most owners will charge every day at home, which Mercedes says will take 11.25 hours from empty to fully charged using a standard 240V wallbox. The AMG EQS also supports DC fast charging up to 110 kW, and can go from 10 percent to 80 percent charged in 31 minutes.

That’s all under optimal conditions, of course. Cold not only reduces range, as it does in combustion-engine vehicles, but it also slows down the rate of charge. Using the EQS’ free charging program at Electrify America stations (no-cost fast charging for the first 30 minutes, during the first 2 years), we managed to go from 30 percent to 95 percent in 50 minutes.

That is, objectively, a long time to wait if you are trying to get back on the highway during a road trip. However, if you’re going to wait there’s no better place to do it than inside the EQS. The back seat, for one, is absolutely humongous, with leg and head room for days. Despite the lack of frunk, the trunk is also huge, with enough room to store weekend luggage for four people and then some. Not to be outdone in the realm of enormity, the “Hyperscreen” display is 56 inches. There are six 100-watt USB-C ports, and Burmester’s 3D Surround Sound system features 15 speakers with as many separate amplifier channels and 710 watts of Rush-thumping audio power. Everything within reach is lovely to the touch, from the inlaid wood to the luscious Nappa leather. In that regard, this is is a luxury sedan with few equals.

On the outside, unfortunately, the AMG EQS looks, well, like the regular EQS does. A blob of bland that even sweet 22-inch multispoke AMG wheels can’t spice up. I can appreciate that flying under the radar is part of the appeal with a full-size Mercedes, but there’s a certain elegance to the S-Class that the EQS is missing. If this design was the price we had to pay for truly exceptional range, then looking like the offspring of two wind tunnels would be a reasonable trade-off. Not the case here. To wit: The door handles retract to produce a more streamlined profile when the car locks; when they’re covered in ice, however, they make unpleasant noises and sometimes fail to extend when you need to get back in.

Mercedes seems to have focused primarily on the tech and infotainment experience, which centers around the AMG’s aforementioned (and standard) “Hyperscreen.” It’s really three OLED screens—instrument panel for the driver, center display, and secondary display for the front passenger. The instrument cluster is customizable and features a variety of different themes, and across the board the displays are amazingly sharp. The center screen defaults to a gigantic map, which feels a bit overkill at first, but you quickly get used to it. The interface is heavy on touch and capacitive response, but it works well even while wearing gloves. Passengers up front can adjust the music or climate functions on their screen without disrupting the map feed, which will be welcome on long drives with a rider fond of fiddling.

By far the most impressive capability of this system is the augmented-reality navigation. It overlays graphics onto the head-up display that literally point to the lane you should be in and highlight the road you should take as it comes up in real time. The system even works in the dark, using a night-vision camera and video feed that go a long way on unlit, unfamiliar roads. It’s one of the rare OEM navigation systems that presents a compelling reason to use it over Google Maps via Apple CarPlay or Android Auto.

Of course, these tech features are available on other versions of the EQS. That’s where the AMG runs into trouble. Even the non-AMG EQS sedans are plenty quick thanks to the immediate torque of the electric motors, such that easy passing on the highway is guaranteed. Their ride is just as supple, too. Rear-wheel steering—unbelievably useful in tight, low-speed maneuvers, such as in a parking garage—is also not unique to the AMG EQS. I’m not sure how many full-size luxury sedan buyers in this price bracket are going to consider the AMG’s (admittedly fantastic) chassis upgrades to be a dealmaker when range is a competing priority. The power and torque are extraordinary, yes, but the EQS’s synthesized whomps, whirs, and whooshes are no replacement for the emotion of Mercedes’ twin-turbo V-8.

Two years ago, it was obvious why you’d want the E63 over the E400: all the pleasures and delights of a luxury Mercedes wagon, packed with the swagger of an AMG engine and a chassis that let you really explore it. Two years from now, it’ll be 2025. There will be plenty of six-figure luxury EVs on the road, and with any luck they’ll keep getting better. Designers, engineers, and product planners in Affalterbach will surely continue developing AMG’s personality as an electric performance arm. By then, I hope, they’ll have found a way back under our skin.

2022 Mercedes-AMG EQS

Highs: Go-to-jail fast, on command. Exceptional chassis tuning. Gorgeous materials and eye-popping infotainment tech.

Lows: Frumpy looks. Fussy retractable door handles. Not quite enough “wow” to separate it from other EQS models.

Takeaway: A highly competent, highly luxurious Mercedes EV that doesn’t yet communicate what AMG means in the electric age.

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New Toyota Tacoma has removable Bluetooth speaker

Intake: The teasers keep coming for the 2024 Tacoma, one of 2023’s most hotly anticipated vehicles. Most recently, Toyota has revealed that the newest version of its midsize pickup will feature a removable Bluetooth speaker made by JBL, which mounts into the center of the dashboard. JBL has been Toyota’s premium audio partner of choice for some time now, and we’d bet that this feature will be offered on higher-trim Tacomas, such as the Trailhunter, that was teased earlier this year. The 2024 Tacoma will, at least on some trim levels, offer a hybrid drivetrain, likely pairing the 48-hp, 104-lb-ft AC electric motor from the Tundra with some sort of four-cylinder engine. Expect the 2024 Tacoma to be revealed in full sometime later this year.

Exhaust: Though the new Tacoma won’t be the first truck to offer a removable Bluetooth speaker—Rivian’s R1T also does—it’s still a neat feature. If nothing else, fire up The Benny Hill Show theme song while you’re setting up camp. — Nathan Petroelje

Meet McLaren’s lightest, most powerful production car

Intake: McLaren has overhauled the 720S, cutting weight and adding extra grunt to make it the most lightweight and most powerful series-production car the company has produced. Now known as the 750S, the car is 66 pounds lighter and packs an extra 30 horsepower. McLaren claims that around 30 percent of the 750S’s components are new, including a new front splitter, air intakes, front and rear bumpers, and a revised active rear wing. Inside there are featherweight carbon-fiber seats, a column-mounted instrument display, and rocker switches to control drive modes. Apple CarPlay is now included—because McLaren is evidently smarter than Chevrolet—but most of the entertainment will come from the car’s 750-hp V-8 engine which drives the rear wheels and can launch the car from rest to 62 mph in 2.8 seconds and to 120 mph in 7.2. The electro-hydraulic steering has a quicker ratio, and the linked hydraulic suspension gets lighter springs and dampers and revised geometry. A track brake upgrade is optional which uses ceramic brakes and monobloc calipers from the Senna. It’s available to order now as a coupe or convertible, but prices have yet to be confirmed.

Exhaust: McLaren doesn’t namecheck the Ferrari 296 GTB in its launch material, but when it says the 750S has a “segment-leading power-to-weight ratio” and weighs “a remarkable 193 kg (425 pounds) less than its closest competitor,” it’s the Ferrari that the firm is referencing. We look forward to the first back-to-back test. — Nik Berg

2024 E-Class is more butler-like than ever

Intake: Mercedes’ new E-Class is here, with styling inspiration taken from the brand’s electric models and driver-assist tech taken from … well, Jeeves—if he were into techno and thought ChatGPT was neat. Not only will the ambient lighting pulse along with your tunes; spring for the dash-width Superscreen display, and you can take Zoom calls from the driver’s seat … when you aren’t using the dash to play Angry Birds or scroll TikTok. Tack on the MBUX Interior Assistant package, and Benz will fit two infrared cameras into the front of the cabin, allowing you and your passenger to instruct the car via gestures. You can also build “routines,” as Benz calls them, where a spoken command prompts the car to adjust the cabin conditions under certain conditions. Want the seat to blow cool air on you whenever outside temps are above 75 degrees Fahrenheit? Plug that into the dash, and set the spoken prompt as “damn, it’s hot outside.” The adaptive cruise-control system has even learned to edge off-center in a lane if an adjacent semi is oozing over the dashed white line.

The whole car is only slightly bigger than the one it replaces, just (.87 inches) longer between the axles. Nomenclature and engine choices remain the same: a 2.0-liter four-cylinder, now making 22 more lb-ft of torque than it did in the 2023 car, for the all-wheel-drive E350 4Matic; and a 3.0-liter six, with 7 more hp, for the all-wheel-drive E450 4Matic. Both engines are mild hybrids, thanks to an integrated starter-generator. The new E-Class will go on sale later this year.

Exhaust: A favorite detail: If you’re alone in the vehicle, the E-Class’s voice recognition system no longer requires you to preface commands with “Hey, Mercedes.” For those who relish a one-sided rant with themselves in the car, this could get … interesting. — Grace Houghton

Biggest Defender gets JLR’s best engine

Intake: Land Rover just announced that the 2024 Defender 130, the long-wheelbase version of its stalwart off-roader, is getting a V-8. Specifically, the 5.0-liter supercharged V-8 that’s also offered in the two-door Defender 90 and four-door, regular-length Defender 110. In the 130, the V-8 is detuned slightly, offering 493 hp and 450 lb-ft of torque, down 25 hp and 11 lb-ft. Performance figures are still plenty stout—the V-8-equipped Defender 130 will clip 62 mph from a standstill in as little as 5.4 seconds, according to Land Rover. The V-8 joins two 3.0-liter, mild hybrid straight-six powertrains for the Defender 130. Equipped with the V-8, the Defender 130 will start at $118,075, including destination. Orders are open now.

Exhaust: Folks shelling out six figures for a luxurious, off-road SUV certainly love their choice of power, so JLR’s decision to offer the V-8 across the Defender lineup is certainly a smart one … especially since it, along with all of the brand’s gas engines, may soon become extinct. — Nathan Petroelje

Honda zeroes in on electric motorcycles, GM alliance

Intake: Honda’s 2023 business briefing laid out the company’s plans to ditch internal-combustion engines by 2040, expand its procurement of battery materials, and continue the development of a fuel-cell powertrain. Other specific milestones included the launch of 10 electric motorcycles across global markets and the strengthening of its EV partnership with GM. That partnership will produce the 2024 Honda Prologue and the Acura ZDX, as well as several “affordable” EVs by 2027. In the meantime, Honda is developing its own EV platform that will debut in North America in 2025. Honda also plans to expand its software development, with its own vehicle operating systems (O.S.) debuting in those 2025 EV models.

Exhaust: Honda seems to be covering all the bases. We’re particularly interested in seeing which EV motorcycles make it to North America, as we’ve been impressed with the performance of LiveWire models and would like to see how Honda tackles the challenges of packaging an electric motorcycle. — Brandan Gillogly

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VelociRaptor 6×6: 700-hp doomsday rig is very Hennessey

Intake: You say four wheels aren’t enough for your Ford F-150 Raptor R? Meet the Hennessey VelociRaptoR 6×6. The Texas-based turner has taken a stock Raptor R and, for once, left the 700-horsepower powertrain alone. What they have done instead is add an extended boxed frame and a second, fully functional, locking rear axle, resulting in what they say is a 50-percent improvement in tractive grip. The suspension features live valve Fox dampers and Brembo performance brakes. A three-inch lift raises the body in preparation for Hennessey’s custom 20-inch alloy wheels with 37-inch off-road tires. Lastly, an expansive 8-foot load bed replaces the stock 5.5-foot bed – cargo capacity is improved by more than 45 percent. There are also new front and rear bumpers, LED lights, and Hennessey VelociRaptoR badging. The resulting VelociRaptoR 6×6 is a “beastly machine” nearly 27 feet long, roughly 7 feet tall, and 7 feet wide, with a curb weight of approximately 6,500 pounds.

Exhaust: It isn’t cheap, of course. The VelociRaptoR 6×6 is priced from $499,999, including the base Ford F-150 Raptor R. Hennessey backs the build with a “comprehensive” 3-year/36,000-mile warranty. – Steven Cole Smith

Mercedes announces an EQS that’s only for Angelinos

Intake: Mercedes is selling just 150 examples of its new EQS 580 4Matic Sedan City Edition, and they’re only available to residents of the greater Los Angeles area. Setting the special edition apart is a package of e-mobility perks, one of which is even designed to replace the car itself on short trips. Alongside credits for a free home charger, and $250 worth of public charging on the ChargePoint Network, the City Edition comes with a year’s free access to an Unagi Model One Voyager e-scooter. The tiny two-wheeler has a range of up to 25 miles, encouraging owners to leave the car behind for local journeys.

Available in Diamond White Metallic with Macchiato Beige and Space Grey leather cabin or a Twilight Blue, Neva Grey/Sable Brown combination, the car gets natural grain yacht-design walnut trim, AMG wheels, and a special badge design featuring the outline of the state of California. A smog-busting Energizing Air Control Plus system with HEPA filtration is said to remove 99 percent of particulate pollution from the cabin air, while there’s also a dashcam to capture the city’s crazy driving antics. Mercedes will make a donation to the California chapter of Safe Kids Worldwide for every model sold.

Exhaust: What city should get a special edition next? Perhaps a New York edition with noise cancellation technology to mute the sound of the sirens or a Miami special in South Beach pastel hues? Let us know in the comments. — Nik Berg

Your sixth attempt at 1:64-scale glory has arrived

Intake: The Hot Wheels Legends Tour presented by Mobil 1 is back for a sixth year. The contest, which bills itself as the world’s largest traveling car show, will kick off on May 13 in Miami, making its way across 17 countries with live, interactive shows featuring some of the wildest automotive builds. More than just the car shows, the Legends Tour is a months-long contest to pick the next 1:64-scale car that Mattel, Hot Wheels’ parent company, will press into production. Fans around the world can tune in to the virtual Grand Finale, which will be held on November 11, to see which car will ultimately enter 1:64-scale immortality.

Exhaust: Past winners have included some properly incredible builds, such as this Volvo P1800 gasser named Ain’t No Saint, and this home-built 1000-hp 1970 Pontiac Trans Am. This event is one of the best in existence to stoke custom car enthusiasm and we love hearing that it’s back for another year. — Nathan Petroelje

Dealers will need a forklift to fix recalled Hummers

Intake: Back in October of 2022—on the 13th day of that month, though who’s counting—GMC announced a stop-delivery for its electric reboot of the Hummer. Three owners had reported, late that summer, that water had entered their vehicle’s battery packs; in two cases, preventing a start, and in one, causing the vehicle “los[e] propulsion while driving,” as the automaker delicately puts it to NHTSA. GMC traced the issue to improperly cured electrocoating on the battery tray and inadequate urethane sealing. 735 vehicles from the 2022–23 model years came off the shelf. Now, there’s a fix: Replace the battery packs and, as necessary, the high-voltage drive motor cables. The only hitch? Dealers need to have a big forklift on hand to unload the crates of batteries. Smart, since a single Ultium battery pack can weigh as much as a small car.

Exhaust: Weight isn’t the only factor here. High voltage batteries like the Hummers’ are regulated by dangerous goods transportation laws, and a dealer who violates them is subject to fines of, ah, serious weight. A dealer must also have on staff an employee who qualifies as a Certified Dangerous Good Professional. You can take the course online, but the litany of fees is … well, dangerous bad if you had to pay out of pocket. — Grace Houghton

GM, Samsung SDI announce $3B joint-venture battery plant

Intake: According to a new report from Reuters, Samsung SDI and General Motors have announced a joint-venture battery production facility that will go somewhere in the U.S. The location is still undecided, but Samsung SDI said it will invest $3 billion into the project, which is targeted to break ground in 2026. General Motors is looking to diversify its battery supply chain as it seeks to catch up to Tesla in the EV space.

Exhaust: GM said last year that it expects to build 400,000 EVs in North America from 2022 through mid-2024 and that it plans to increase capacity to 1 million EVs annually in North America by 2025. To meet those goals, the company will need all the battery manufacturing capacity it can muster. — Nathan Petroelje

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There’s nothing quite like an unassuming car that can leave high-power metal for dead at a stoplight. “Sleeper” cars are just plain old fun—unless you’re the one left staring at the taillights unexpectedly.

Last week, we asked you to shout out your favorite sleeper cars of all time. Nobody mentioned the 1994–96 Chevy Impala SS explicitly, but that would be our vote. Nonetheless, your responses covered an incredible range of vehicles across all decades and makes. This was a lot of fun to comb through. We grabbed an oodle of your responses for this story, but if the one you’re thinking of didn’t make the list, let us know in the comments.

We have a lot to cover, so let’s hop right in.

Late Model Pontiacs

Be it front- or rear-wheel drive, the final days of Pontiac gave us more than one “sleepy” way to enjoy LS V-8 power. Oh, and the sistership Chevrolet SS, which absolutely deserves to be on this list.

@George: 2008/2009 Pontiac G8 GT. I’ve owned my 2008 since new and to this day almost nobody knows what it is. Thank God for Google. The 2006 GTO was also severely underrated for sure.

@Glenn: I’ll second that. I’ve owned an ’09 G8 GT for several years. Only the most die hard gear heads actually know what it is and what it is capable of. Most people think it’s just another FWD 6 cylinder 4 door typical of what GM has put out for years. What the unwashed masses do not know is that this rebadged Holden Commodore SS has more in common with a Camaro SS than it does a G6/Malibu/Impala.

@jal11180: Chevrolet SS – perhaps the most underrated SS vehicle that Chevrolet had made, even more so than the Cobalt SS, HHR SS, this badge swapped Holden Commodore was truly a wolf in sheep’s clothing.

@Bill: 2007 Pontiac Grand Prix in silver with the GXP badges removed. Totally invisible!

@MJ: I’ll say the new GTO. LS motor in a Cavalier body? Yeah, that would catch you off guard.

Volvo Turbos/V-8 Swap

Whether it’s the stock turbocharged versions or the V-8 swapped monsters that occasionally surface, Volvos in all shapes and sizes make for great sleepers.

@Tim: Somebody help me with the exact model. I remember there was a Volvo wagon that was quite the performer for it’s time. I can’t recall if it was a late ’80s or ’90s model. I know there have been later higher-performing Volvos, but this one I’m thinking of was definitely a sleeper.

@Mike: Tim, I think you’re referring to a 740 Turbo…

@David: The Volvo wagons Paul Newman and Letterman had. The slowest vehicle I have ever driven was a Volvo wagon, those should have surprised anyone.

@Vijay: How about the unassuming, Volvo 850R wagon?

Turbo Chryslers

Quite frankly, I was surprised at all the recognition the turbo Chryslers garnered from our question. Surprised, but very thankful indeed:

@Johnathan: The Dodge Omni GLH Turbo, and even more so, the Shelby GLHS version. These cars looked like econoboxes (which they were at their core), but would outrun almost any contemporary vehicle … at least up to 100 mph.

@My Kismet: The ultimate sleeper would have to be the 1992 Dodge Spirit R/T in Silver. The 91 & 92 Spirit R/T were all sleepers but the red or white wheels on red or white cars made them stand out a little. But the only other physical difference was a tiny trunk spoiler. So these cars and especially the Silver 92 (only 30 made) looked mostly like every other grocery getting Spirit. But they were the quickest production car when it came out in 1990. I had one and even by today’s standards you wouldn’t be shamed by most cars on the road. Back then it was scary quick.

@Norm:  I’ll go along with Carroll Shelby’s favorite Q-Ship (in fact he said it was his favorite Shelby-produced vehicle of all time): the 1986 Shelby GLHS Omni Turbo. A blacked-out 4-door little bottle rocket that was in the top 5 quickest mass-produced cars in the world (not just the US) for that model year. I refer you to the April 1986 cover story of Hot Rod Magazine, “Shelby GLHS Whips GT350” at the race track.

@DUB6: We owned a 1988 Chrysler LeBaron GT Turbo Coupe once, and although it was a little fancier-looking than your ordinary K-car, it was an absolute bullet when your foot ticked that turbo into action. I surprised plenty of Mustangs with it.

@Cason: I feel the Spirit R/T deserves a spot on the list. Sure, it was a performance variant with delightfully 90s color-keyed wheels; but essentially no one knew about it and, well, it was Dodge Spirit and maybe slightly understated vs. a Galant VR-4 (which is always worth a look).

@Gary: How about the first generation Chrysler minivans with the turbocharger and 5 speed manual trans?

Turbocharged HHR and PT Cruisers

We always remember the HHR and PT Cruiser as fashion statements that fell out of favor almost as quickly as they rose to popularity, but they also had a sleepy side:

@hyperv6: The best that I have owned was my HHR SS. I added the GM tune that pushed boost to 23 PS1 and power to 300 hp and torque 315 lb-ft. I just loved the time a Mustang next to me took off and I was door handle to door handle with him. The next light he rolled down the window and said, “how are you doing that?”

@David: So true about the HHR SS. I’ve thought of mine (owned for 14 years) as a sleeper, because the ‘SS’ moniker back in the day was so sadly abused, it wasn’t taken seriously. I enjoy surprising the unsuspecting out in the twisties when they try to keep up. Nurburgring indeed…

@Zoey: I drive a 2005 Chrysler PT Cruser 2.4 Turbo GT. Surprise! It is a sleeper. I love this car and I am 73 years old.

@Gary: Like the turbo Chrysler Minivans, another good one is the PT Cruiser turbo 5-speed.

Sneaky V-8s from GM

General Motors made a lot of sleepers that aren’t easy to pigeonhole, so we just put them in a singular category of “sneak” for this article:

@DUB6: I had a ’56 Chevy pick-up that had been a ranch truck, so it had all of the requisite dings, scratches, rust spots, dull paint, cracked side glass, and dog dish hub caps. After dropping a 325 horse 396 and 4-speed in it with 4:11 rear gears, it fooled a lot of people at the red lights downtown.

@jal11180: 1969 Chevrolet Biscayne—do you want to have a Chevrolet Chevelle SS but also lack the money to get one outright? Why not save some money and get the exact configuration of that vehicle for the fraction of the price, as in the 454 LS6 version of the Chevrolet Chevelle SS, and put that into the Chevrolet Biscayne?

@JAS 73: Many years ago, a friend of mine had a 1969 Impala station wagon with a 427 as a tow car for his drag Corvette. The only clue was an emblem on the fender.

@Walt: I have a 1966 Chevy Impala 4 door sedan. It has dog dish hubcaps and looks like a family car. However, it has the factory 396 under the hood, 4 barrel carb, and headers. Puts out about 375 horse. I have high performance tires with the lettering turned inward. Love to have little bubble cars think I am driving grandma’s car on the interstate until I open it up and…well, you know!

@EP: A pea green 427 Chevrolet Biscayne with 327 emblems!

@Darrel: There was a guy in Crawfordsville, IN “back in the day” that had an all-black 63′ Biscayne 2-door sedan base model. vinyl seats, rubber floor mats, black walls with chrome center wheel covers. The only thing that gave it away, was if you had a chance to look inside it had a 4-speed and the tach in the dash like a SS. It had a dual-quad 409 under the hood.

@jal11180: 1967 Chevrolet Chevelle SS Station Wagon/Estate Car—what? The Chevelle not only had a station wagon/estate car variant, but that it also had an SS package? Yes, it might not be as powerful as the 1968 to 1970 Chevrolet Chevelle SS, but all of the options for that car could easily fit under the hood of this vehicle, but, even in this guise, there is a lot of potential for engine and transmission upgrades to honestly make the more well known variant of that vehicle look slow.

@NovaResource: Well, any “big engine” 1968+ Nova would be an SS and not a sleeper (in my opinion). But the 1966 and 1967 Chevy II 100-series 2-door sedan with the 350-hp L79 327 would absolutely be a sleeper.

@Barry: Pontiac T37… most don’t know what it is. Ask some old timers from the late 60’s, very unassuming car, I believe a 4-speed and a 455 was what it had. (Agreed. – SM)

@Ron: How about a 1963 Bonneville with 421 Super Duty? 421 cid with Tri-Power and 425 horse and a 4 speed, had a convertible. Perfect sleeper, looked like a grandma car. Ran great when I got those 3 deuces working together.

@Not Old Not Grumpy: On that note an original 62 Catalina Super Duty is the ultimate plain Jane sleeper…. Until the cutouts are unbolted!

@snailish: The 55 Pontiac Chieftain modified by Vic Hubbard (or his shop – story is murky?) with a 421 SD Pontiac engine in the early ’60s.

@Mark: A car that is a true sleeper is the late ’50’s Eldorados with the standard Dual Quad or Tri-Power set up. I owned a ’59 Eldo with the standard 390 V-8 and 3 Deuce carburation. When I floored it, the car would leap forward like it wanted to fly. No one would believe it was a stock engine.

@TG: The mid-80s 4-door Malibu came off the assembly line with V-6s or gutless V-8s. But in most cases making one with a little enhancement would make a pretty effective sleeper.

@Charles: The best sleeper I ever made was a ’72 Skylark 4 dr. with the 340 hp 400 cu.in. Pontiac engine from my wrecked ’70 Grand prix. In the early 80’s when I did that, the car was a consistent high 13 second runner. That easily outran just about anything from the factory and was such a plain wrapper that no one gave it a second look.

1987 Callaway Twin-Turbo Corvette

You could say that no Corvette is a sleeper, but how many of you think a C4 Corvette is truly special? Not enough of you, and parking one next to a 1980s Porsche 911 Turbo, Ferrari Testarossa, Lamborghini Countach, etc. back in the day would get you laughed out of the lot. Until others realize you have RPO B2K, and that means you can destroy your competition with ease:

@hyperv6: The First Callaway Corvettes were very understated. The only real external clue was a boost gauge in a AC vent. Or if you were lucky the Dynamag wheels if optioned. Back in 1988 the Vette was not all that fast but it was the best thing around. But the Callaway was good for 200 MPH and much faster 1/4 miles.

Big Block Mercedes-Benzes, AMGs

You need not own a 6.3-liter, a 6.9-liter, or a modern Mercedes-AMG product to see the appeal of a sleeper luxury car, as the car chase in the movie Ronin makes it pretty clear:

@Frank: Undeniably it would be a Mercedes-Benz 300SEL 6.3 or more recently a Mercedes-Benz E55 AMG, preferably a wagon. The former was a 150-mph sedan–in 1970! The latter (2005-2006) goes even faster and does 0-60 in 4.1 seconds. Mine has 125,000 miles behind it and has surprised quite a few muscle-car owners. To make it an even better sleeper, simply remove the E55 AMG logos. Even cops never give the wagon a second look.

@Kenny: I would say any real AMG Mercedes, especially if de-badged. They look like any ordinary Mercedes with AMG wheels, but pack a considerable punch. The 2 I’ve been fortunate own have been a 1999 E55 and a 2004 CL55. The CL has the supercharged V-8. Looks like a big, comfy coupe, but will move when you hit the gas.

Turbo 3.8-liter Buicks/Pontiacs and 4.3-liter GMCs

General Motors made something very special in the 1980s for Buick, and in the early 1990s for GMC. Turbochargers on V-6 engines are great, but these particular examples had so much more to offer, provided you knew what you were looking at:

@jef bockus: I have a white 87 Buick Turbo Limited with a bench seat and landing lights. Even in stock form it a blast to drive and dead quiet and smooth, love it.

@Scoupe: The 1989 Turbo Trans Am. Sure the Buick Grand National is the Vader of the streets, but Pontiac decided to revise the 3.8T’s heads and added the usual other supporting mods. The least suspecting and likely cheapest way to hit 160 mph in the ’80s, and no one says a word about them.

@Rich: I vote for the Buick T-Type as a classic sleeper. Most looked at it and figured it was just a standard V-6 Regal and not one of those Grand Nationals . At the time there was a wealth of information available to implement significant performance upgrades which I took full advantage of. My standard line after many stop light adventures when asked “what the heck do you have in that car” was this – “This is my fathers Buick” that tended to receive many interesting comments.

@Scoupe: Surprised, no mention of the Sy/Ty GMC twins in here. (Thanks for that! – SM) 

Modern Turbocharged GMs

These new Turbo GMs don’t get the love of the aforementioned 3.8- and 4.3-liter examples, but that just makes them even more of a sleeper:

@Jack: I have a 2017 Buick Regal Premium II that’s tuned along with a larger turbo and CNC milled head and that little 2.0-liter moves put! Surprises most everyone, and if I don’t want to be passed on the interstate I just drop the pedal down a little bit. Understated and a comfortable ride along with a little pep! That’s my Sleeper! Especially after owning various Mustang GT’s and Shelby GT500’s all my life!

@Dean: The neighbor’s kid has a Chevrolet Cruze with a 2.0T stuffed into it out of a Buick Verano. It looks bone stock and kind of beat up. He’s pushing about 350 hp. No will race him because no one in their right mind believes it could possibly be fast.

V-series Cadillacs

Modern-day Cadillacs are nothing like the bold, flashy, audacious examples from decades past. Whether or not that’s a good thing is debatable in the comments section, but there’s little doubt that your average motorist knows just how special the V-series examples are for the enthusiast looking to perform without making a statement:

@Bob: 2009 Cadillac CTS-V 4 door with no badges showing. Unbelievably fast for only 556 hp. GM had to rate it below Corvette’s blown models.

@Scoupe: The first generation (2004–2007) Cadillac CTS-V. Own one as we speak, and it still gets the gamut of ridiculous questions after stoplight shenanigans have ended. “No it does not have the Northstar.” “No it is not FWD.” “Yes, it really came factory with a stick.” Truly a stealthy high-12s Q-Ship out roaming the streets.

@Warren: The ultimate “sleeper” is my 2013 CTS-V Wagon, 556 hp and 551 lb-ft of torque. I tried to find a baby blue metallic [example] but found out that only 4 were made. I had to settle for black. Some fellow in a BMW was aggravating me as I was driving to Houston from Temple, Texas. He kept passing me and slowing down on the two lane rode. Finally I had enough of him and passed him and kept my foot on the gas, never saw him again. Must have embarrassed the guy to be outrun by a “family station wagon”.

Sneaky V-8s from Ford

Much like our list for General Motors sleepers, let’s consolidate a lot of sleepy, sneaky Fords in this list:

@Bob: I had a stock appearing 1937 Ford Business coupe (this was in 1954) with a 281 CID flathead V-8, 4 carbs, track cam, etc. It ran best on a heavy load of nitro and never lost a street race. It turned 104 mph at Orange, MA back in the day. It was a real money maker. One exhaust was short and hidden from scrutiny.

@Gayle: Best sleeper ever from the early ’60s: My mother had a ’54 Lincoln Capri 4-door sedan (317 c.i. Y-block) into which my father added a solid lifter cam, dual 4bbl Holleys (the old teapot type), Mallory ignition and dual exhausts (quiet though). Surprise!

@Postman: My 1973 Ford Maverick 2 door. It had a 302 and white walls. Surprised a lot of folks back in the day.

@David: I don’t know if it’s the best, but one of my favorites is the Mercury Marauder of the early/mid 1960s. It’s not just your basic Monterey or Montclair…

@TG: I bought an 1989 Mustang LX that started life as a 4-banger but was 5.0 swapped. Shortly after I bought it, one of the tail pipes fell off of the hastily installed dual exhaust, so I picked it up and threw it in the back. I rode around in this very 4-cylinder looking mustang with one tailpipe out the back for a couple of months before I finally got around to putting it back on. I surprised quite a few folks at the green light. I was also going to mention the Ford LTD/LX that Sajeev wrote about—the very hum-drum looking 5.0 capable Ford

@jal11180: Mercury Marauder (Last Generation)—say what you will about the Mercury Marauder of the 1960s, as it certainly is an underrated road beast, but, even in the current configuration, the early 2000s itineration of this vehicle is a pretty good muscle sedan in its own right, and, with a bit more work, those numbers can go up considerably.

Oldsmobile Quad 442

This one has a lot of validity. To be honest, the Cutlass Calais Quad 442 is a little bit of that 1960s muscle car magic applied in the early 1990s. What a shame so few people see this car for what it is:

@Scoupe: The 1991 Oldsmobile Cutlass Calais Quad 442 W41. Put your pitchfork down, I don’t care if it’s FWD. I’d be more ashamed of the 17-second quarter miles the G-body cars laid out at the same time. 2550 lbs of nasty little coupe paired with a close-ratio 3.94FDR 5MT, sport suspension that actually was worth a damn, and glorious RPMs, all 7500 of them. I had a warmed-up W41 around 10 years ago and the races it won were hilarious.

V-6 Fords: Taurus SHO & Thunderbird SC

While the 5.0 Mustang of the era was winning races around the country, Ford was doing the same for other models. But they weren’t getting the same amount of credit for it:

@Chris: Loved my 93 SHO. That stick had a very unique feel. And when pushed, that car pulled! Bright red exterior was fun too…

@Mike: Having owned a few I have to vote for 89-95 Taurus SHO. Especially my 90 in black. Invisible.

@Mike: I loved my ’95 SHO, or at least the engine! It freaked people out to see a stick shift in a Taurus and it was always fun to surprise folks by dropping it into 3rd gear on an approach ramp and nailing it.

@Gary: Of course the first Taurus SHO is the ultimate sleeper (had one in 88)

@John: 1991 Taurus SHO!

@Charles: I had 2 Taurus SHO’s. The 89 blended in with every other “jellybean” car on the road with few visual clues. The 92 was not as stealthy. Both were quick for the day.

@jal11180: 1989 Ford Thunderbird Super Coupe – basically, this vehicle was a street version of the NASCAR version of the Ford Thunderbird of the time, and this Seventh Generation version of the vehicle is arguably the highest performance version of the entire history of this vehicle. Alternatively, getting similar upgrades to the same year Mercury Cougar could also be a cheaper, as well as more viable, and, obtainable, option.

@Cason: I must mention is the 1989 to 1990 Mercury Cougar XR-7. This offered 100% of Thunderbird Super Coupe performance and manual shifting in a more subtle package, including the more “formal” Mercury rear window. Say no more!

Underrated Infinitis

Considering the number of these Infiniti rear-wheel-drive sports sedans and coupes I see in my neighborhood being piloted by the Gen Z crowd, I wonder if they truly are sleepy sleepers. But still, this is power in the hands of the few, and it deserves to be highlighted here:

@Pickle: Another more modern sleeper are G35/G37 sedans. They are literally 350z/370z cars with 4 doors. They blend in with the all the Camcord style sedans, yet in the case of the G37, you get a 330-hp V-6 and rear wheel drive. Get the G37S and you get an LSD, 4 piston calipers with 14 inch rotors, a quicker steering ratio, and fantastic sport suspension. Unless you really know what you are looking at, it is hard to distinguish the S from the regular G37. I’ve dropped a number of back country road tailgaters who thought 5-10 over wasn’t fast enough, yet they couldn’t hang when the road got twisty. When I bought mine, the wife thought it was, and I quote, “a grandpa car.” Then she drove it…

@Tinge of Ginge: Y’all are missing the point. Anything with an SHO or SS badge is not a sleeper. Marauder gets close, but its Vader-esque nature almost shows its hand. If you want sleepers, have to go Japanese sedans from the late 90s/early 00s: 03-04 Infiniti M45

Triumph TR8

Did you know the Rover V-8 has a slew of performance parts available? And did you know you can drop them all into a vehicle much smaller than a Land Rover?

@Brian: In 1979 or 1980 I recall being a passenger in my best friend’s 1970 “worked” 350 Chevelle SS with a 4:10 rear end and both of us feeling pretty invincible should anyone decide to challenge us on the street that day. At a traffic light in Chicago, a Triumph TR7 pulled alongside of us and indicated that he was up for the challenge, at least we thought it was a TR7. Unfortunately, we were able to determine it was a TR8 by the callouts on the rear of the car as it drove past us in the short straightaway we had.

Pentastar V-6 Minivans

If you’ve ever rented one of these back in the day, you know they make fantastic sleepers. The Pentastar V-6 is no joke, this van will humiliate a lot of seemingly high-performance vehicles in a drag race, as @JimInTheSand says:

“Not the best sleeper by any means, but something you would not expect to be so snappy are most recent Dodge Grand Caravans. Stock with 283 hp, 6 speed automatic… not grandpa’s mini van.”

Austin Mini

Sleepers aren’t necessarily just the fastest accelerating things, are they? As @Arthur put it:

“My little Austin Mini was a sleeper in a different way. They did not sell them in the U.S. for many years while still available in Canada, and on a trip through New England I surprised a fellow in a Vette coming down a mountain. He was surprised when I passed him and disappeared down the mountain through the tight bends; he did not catch me until we got down onto the regular roads. That’s when he went roaring past with a look of disgust at this little car which he could not match on the twisty bits.”

“S” Code Mercury Cougar

@David said it well when he suggested this particular Cougar is actually a sleeper Shelby:

“Best Sleeper Car of all Time, hands down, is a 1967 Mercury XR-7 GT. The “S” Code got you an FE big block with a 4 speed in what looked, at a stop light, like a bone stock luxury car. 428 cubic inches or 390 cubic inches, your choice. It’s a Cobra, without the Shelby badges. And this true sleeper would also be painted Black, of course. Motor Trend thought so too: 1967 Car of the Year. They said it should be called King Cougar.”

BMW 2002

And just like the tiny Austin Mini, the Germans came out with something that was a force to be reckoned with:

@Mike: Go back to 1968, when a little boxy German sedan started showing up in the US, with a blue and white badge that said “BMW.” If you were driving any import sports car other than an XKE, a 911, or something exotic and Italian, you quickly learned not to engage in stop light grands prix with one of ’em. Nor could you keep up with ’em on a twisty back road. Especially when painted an innocuous white, beige or silver, at least for fellow import enthusiasts, the BMW 2002 was a real sleeper, and proved you could have sports car handling, room for four, and their luggage.

Sneaky V-8s from Chrysler, other Americans

It’s truly amazing how many sleepers were made by American automakers, even more so when considering how their owners souped them up to make them even faster:

@Kurt: The 1957 Rambler Rebel. Who would think a 4-door Rambler would be perhaps the fastest car you could buy in 1957?

@Roger: Yes Kurt!! l was looking for someone to mention the ’57 Rebel! The ultimate sleeper, perhaps! 0-60 in 7.5 seconds—factory stock! Naturally aspirated.

@JimB: In 1966 a fellow engineering college student built a heavily modified ’57 DeSoto Firesweep. He chose this model for its light weight in spite of its large size. He began by stripping more weight. He probably removed a few hundred extra pounds. Nothing was left untouched, except it looked stock from the outside, like he was driving his dad’s car. He installed a well-built 392 Hemi, 727 TorqueFlite with a moderate stall converter, quiet exhaust, and higher ratio differential. There were some minor suspension mods. He sometimes ran cheater slicks, the only giveaway. He ran it once at a local drag strip, just to get a time slip. I would really like to know what this mild mannered car did on the strip, but never did.

@Danders54: The best sleeper I can think of was my dad’s 1966 Coronet 4-doors with a factory 426 Street Hemi. His was the 4-speed. Lore says 4 of these sedans were originally ordered for the FBI but ended up with ‘civilians’ instead. Dad gave it a good tune and removed the Hemi emblems and would go ‘hunting’ for fast looking cars. He also installed a Road Runner ‘beep-beep’ horn to add insult to injury as drove away from who he raced. He also has several trophies from the local MN dragways drag strip. When he was not terrorizing the street or strip it was my mom’s grocery getter that she drove us kids around in.

@Al: Much like the ‘66 Hemi Dodges four-door cars, one of our NHRA club members had a black ‘67 two-door Coronet sedan. It was a competition option package that didn’t even have carpets or a heater as I remember. Total sleeper.

@Cy: I once had a 1966 Plymouth Belvedere 1 station wagon with a hemi automatic. White with dog dish hubcaps. I had fun with it.

@wolfgang: I would like to add the Modern (2012) Chrysler 300 SRT8 with the 6.4 Hemi under the hood. I have surprised quite a few Mustangs and Camaros that didn’t know what it was. Also the 6.1 liter Dodge Magnum wagons from 2006–2008.

@Steve: One of the best factory sleepers ever would likely be one of the few ’66 Belvedere 4-door sedans that got Hemis, especially if it only got the inscrutable “HP2″ fender emblem. My own best effort at the genre was a fairly ratty Duster that hid a 512 [cubic-inch] Indy-head big block and ran low 11s. What it needed was a set of basic steel wheels, and quieter mufflers to complete the deception.

@Doug: The sleeper-est car I’ve ever had (and I’m a classic car dealer) was the one I sold in order to start my business. It was a 1969 Plymouth Barracuda 340 Formula S notchback, finished in Spanish Gold and green interior. It was also a 4-speed AND a stripe delete car. Other than 3 round emblems on the car, you couldn’t tell what it was…..until you put your foot into it. That car would LITERALLY rip the knobs off the dashboard while trying to find grip. It destroyed stock 383 and 440/4 Mopars with regularity—yes, at the strip. An absolute torque monster, and with manual steering, manual drum brakes, No AC, and flat-as-pancake bucket seats, the single-most uncomfortable long-trip cruiser I’ve ever been in.

@jal11180: AMC Hornet – basically, this vehicle is the more high-performance version of the AMC Concord and, with a little bit of work, it could be a true street beast.

@Roger: consider a ’64 Studebaker Commander or Challenger (yes, Studebaker used the name in ’64) 2 door with a supercharged R3 engine and 4 speed with the right rear end ratio. About 400 hp at the rear wheels and 0-60 in well under 7 seconds. Factory stock and nothing except a couple of inobtrusive badge to give it away.

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Many of us look back at the muscle car era as “the good ol’ days,” but long before the energy crisis put the kibosh on high-end performance engines in the 1970s, the U.S. Department of Transportation was already concerned that vehicle safety couldn’t keep up with all that power and speed.

With car crashes on the rise as the decade of the ’60s came to a close, the DOT focused on safety innovation. To help advance its goals, the department hosted a Technical Conference of the Enhanced Safety of Vehicles in 1968 and encouraged automakers to develop Experimental Safety Vehicles (ESVs). The DOT had ambitious aspirations, like ensuring that occupants survive a front or rear crash into a rigid barrier at 49.6 mph and side impacts against a fixed pole at 12.4 mph. Front and rear bumper impacts at 10 mph were required to leave no permanent damage to the vehicle. Braking from 60 mph to a complete stop was expected within 155 feet or less. Automakers were also encouraged to develop automated seat belt systems (which would eventually lead to their routine use by all drivers).

Germany’s Mercedes-Benz, which as early as 1959 had raised standards with the safety bodyshell of its “Fintail” saloons, was among the car manufacturers that accepted the challenge, along with General Motors, Volkswagen, and Volvo. Over the next four years, Mercedes constructed 35 safety vehicles—referred to as ESFs in Germany—which were based on five experimental models. The company’s third iteration, the ESF 22, just turned 50 years old.

While the Stuttgart-based automaker’s first two experimental safety cars were based on W114 sedans—and were noteworthy for their smooth interior areas, ABS, headlamp wipers, and bodyshell improvements—the ESF 22 started as a W116 (S-Class) sedan. While attempting to maintain a conventional design, the front end of the ESF 22 stands out. It makes extensive use of plastic, deleting the typical chrome radiator grille and instead using the front section of an SL sports car, with a large central star, wrapped in impact-absorbing material. The headlamps are also surrounded by this substance and are recessed slightly. The bumpers are likewise designed to absorb energy.

“The front section alone is already a tour de force of the engineers in the service of safety,” Mercedes-Benz said then.

The impact technology didn’t quite meet the front/rear impact standard set by the DOT, but the other impact zones were better. The ESF 22 was built to withstand a frontal solid-barrier impact of 40.3 mph, a frontal pole impact of 31 mph, a side impact from another vehicle of 35 mph, a side impact from a stationary pole of 12.4 mph, and a rear impact of 31 mph.

Additional safety features in the ESF 22, which is powered by a 4.5-liter V-8 engine, include padded steering wheel and dash, and three-point seat-belt harnesses, each with force limiters and belt pre-tensioners; the driver’s harness has a force-limiting feature and an airbag. The car also received anti-lock brakes, a common feature in today’s automobiles but a revolutionary safety advancement in 1973. All of the safety features added 631 pounds to the weight of a standard S-Class sedan.

Many of those safety elements were incorporated into the W116 S-Class and later models.

The ESF 22 was unveiled at the fourth International ESV Conference in Kyoto, Japan, in March 1973. In the DOT’s official report on the conference, Daimler-Benz AG Chief Engineer Dr. Hans Scherenberg explained why the ESF 22 could never reach mass production.

“The research vehicle shows 660 pounds of additional weight,” Scherenberg said. “A further increase by 140 pounds would be inevitable should the drive train and the driving gear have to withstand a durability test. As a result of the requirements for higher engine output with increased weight, both fuel consumption and exhaust gas flow will be increased by about 10 to 15 percent. For these reasons, the ESF 22 cannot be regarded as an economically feasible solution for mass production.”

However, Scherenberg reasoned that many of the advancements should be incorporated into new vehicles. He was especially encouraged by ESF 22’s three-point seat belts and emphasized that countries should consider mandatory seat belt laws. (Eleven years later, on December 1, 1984, New York became the first state to make that happen.)

“The belts in today’s mass-production cars are designed for the 30-mph frontal collision. These belts could help prevent more than half of all severe and fatal injuries, if each occupant would wear them,” Scherenberg explained. “The new experimental belts offer corresponding survivability up to 40-mph frontal collisions. It is justified to assume that they could prevent a considerable additional number of severe and fatal injuries. At the same time, modern retractor belts are easy to handle, convenient to wear, permit sufficient freedom of motion and are reliable.

“In view of these factors, it would be inexplicable if the majority of car occupants would refuse to wear belts in the future. Furthermore, such a rejection would not be tolerable, and so, only one consequence remains—a legal requirement to use belts.”

Scherenberg emphasized that the ESV program “has led to new questions. This is not to say that it has not been worthwhile, but now these questions must be precisely formulated and investigated before we attempt to establish any new program.”

Although most of Mercedes-Benz’s experimental safety automobiles were created in the ’70s, the automaker’s quest for safety innovation continues today. Its most recent ESV, the ESF 2019, was presented four years ago, and the electric EQXX prototype (unveiled in 2021) showcases some of the engineering that will trickle down to future battery-powered cars.

The 50-year-old ESF 22 is currently on display in the Mercedes-Benz Museum as part of Mercedes’ “Close-up” series. Once considered a groundbreaking experimental project, it serves as a tribute to the work of engineers from Mercedes-Benz and a symbol of how far automobile safety has come since 1973, thanks to a nudge from the U.S. Department of Transportation.

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Spied: New Tacoma flaunts rear disc brakes, longer bed

Intake: Just two days after the first teaser image from Toyota about the upcoming refresh for its Tacoma pickup, due in 2024, spy photographers have captured shots of a test mule. Though the prototype truck is draped in the automotive equivalent of a bathrobe, there’s no hiding those chunky Goodyear Wrangler tires or that serious ground clearance. As previously announced, the Tacoma—at least in its most off-road-ready, TRD Pro form—will be a hybrid, likely cribbing the 48-hp, 104-lb-ft AC electric motor from the hybrid (iForce Max) variant of its half-ton sibling, the Tundra. The current Tacoma, now seven years old, still uses drum brakes in the rear, but we can just make out calipers and discs behind those rear wheels on this mule. Will the new Tacoma finally get disc brakes on all four corners? It’s possible. That bed looks a bit longer than the 5-foot one offered on the current truck; perhaps the upcoming TRD Pro will finally allow a crew cab, 6-foot bed configuration. Style-wise, we’d expect the exterior skin to carry the same creased, angular styling seen on the larger Tundra.

Exhaust: It might be gaining a high-tech drivetrain, but if these photos are any indication, the upcoming Tacoma TRD Pro won’t lose any of its off-road chops. The new generation of this mid-size truck—a best-seller for 18 years—looks ready to pick up right where it left off. — Nathan Petroelje

Craig Breedlove’s wife, son share thoughts on his death

Intake: We’ve told you that Norman Craig Breedlove, 86, the first person to surpass speed marks faster than 400-, 500- and 600- miles per hour, died peacefully in his sleep surrounded by family on April 4. Now wife Yadira has issued a statement. In part: “He was an American treasure,” she said. “Our hearts are heavy today letting him go, but we also acknowledge Craig’s courage and bravery seeking motorsports honors for the United States of America. For decades, his deeds touched many, many people around the world.” She added, “I shared my life with a wonderful man that I will always admire; he filled me with deep, abiding love. My intelligent, strong, happy, brave, humble husband saw life with great positivity and was always full of so many projects! For 20 years I have known joyful love, complicity, respect, and learned so much by his side. He will forever stay in my heart.”

Exhaust: Son Norman credits his father with demonstrating how to shepherd dreams forward. “What I admired most about Dad was his tenaciousness,” he said. “He simply would not accept rejection and repeatedly went back to people and companies until he got a ‘yes.’” — Steven Cole Smith

No, Ettore Bugatti hasn’t risen from the dead

Intake: An ornamental egg from Bugatti and British jeweler Asprey is one you definitely won’t want to crack. Inspired by the words of Ettore Bugatti’s father Carlo who said, “The purest perfect shape of nature is the egg,” the Royale Edition Bugatti Egg is an art piece that is both retrospective and future-looking. Each limited-edition egg features a carbon-fiber shell, adorned with a silver diamond-weave lattice, and is decorated with diminutive Dancing Elephants, which were originally designed by Rembrandt and appeared on the hood of the Type 41 Royale, that stupendously luxurious, expensive 1920s Bugatti. The eggs have a diamond door that opens to reveal a scene of Bugatti’s Chateau Saint Jean in Molsheim, France, and a sterling silver Type 41 Royale Esders.

Exhaust: The price of these decorative eggs is no yolk. 111 examples will be crafted and the most expensive start at $200,000. — Nik Berg

Electric G-Wagen will go further thanks to U.S. battery tech

Intake: The Mercedes-Benz EQG will be the first car to make use of an innovative new technology that can increase EV range by 20 percent. Silicon Valley-based company Sila spent the last 12 years working out how to replace the regular graphite anodes of lithium-ion batteries with silicon and the result is a new material called Titan Silicon. Using silicon instead of graphite will allow batteries to charge faster and store more energy, which is a win-win. Unfortunately, silicon has a tendency to expand and degrade, but Sila’s experiments over 70,000 different iterations have led to a unique design that means the silicon only expands a tiny amount and won’t damage the battery. Sila is ramping up production rapidly, saying it will make enough Titan Silicon for 200,000 EVs a year by 2026, and enough for one million cars in 2028. Initially there will be a price premium, which is why it’s being launched on the EQG, but as volumes increase the anodes will become more widely available. “We are ready to take on more automakers now,” CEO Gene Berdichevsky told Automotive News Europe. “There are three things that customers care about, and it’s range, range, and range. We are here, and we are ready for it.”

Exhaust: More range and faster charging are what EVs desperately need to truly go mainstream, so this technology can’t come soon enough. Unfortunately, we’ll have to wait until the 2025 arrival of the EQG to see just how well it works. — NB

NASCAR teams boycott meeting with sanctioning body

Intake: There may be a caution flag in NASCAR land: The Associated Press reports that a “ top group of NASCAR team owners skipped a [quarterly] meeting with series officials Wednesday with the two sides at an impasse over permanent charters, a key plank in the business model of the stock car series.” The boycott reflects differences in how the charter system works—36 teams out of 40 have charters, which guarantee that their cars will have starting spots in every race, regardless of how poorly they qualify. Each team has to pay seven figures for a charter and also has to largely fund their teams through sponsorship, which is difficult to come by in this near-recession. “The owners went public last October with their frustration over what they consider a broken business model in which racetracks and NASCAR make the bulk of the money and teams are forced to fund their organizations through outside sponsorship,” the story said.

Exhaust: The current charters expire at the end of the 2024 season, AP says. The race teams want the charters to become permanent, and NASCAR, apparently, is unwilling to even discuss the matter. Also an issue: The teams want more of the TV money that is currently going to NASCAR and the tracks. We’ll stay tuned—this could get serious. — SCS

VW stops selling ID.4; its doors could fly open

Intake: Volkswagen has recalled some ID.4 electric vehicles because a door could fly open while the vehicle is underway. In a statement, Volkswagen said it has notified the National Highway Traffic Safety Administration of a voluntary safety recall affecting approximately 16,207 VW ID.4s from the 2023 model year (the car’s been in production since 2021). “Due to quality control issues at a supplier, parts that did not conform to our specifications were delivered to the Chattanooga plant. Among other issues, the part may allow moisture to enter the electronic board integrated in the door handle. In turn, this may allow the vehicle door to open unintentionally while driving or the vehicle door may no longer be opened from the outside and/or inside.”

Exhaust: VW has issued a “stop sale” on the ID.4 crossover, suggesting that at present, the company doesn’t have an immediate fix for the problem. — SCS

Walmart and Sam’s Club to add EV fast chargers

Intake: Walmart is building its own network of electric vehicle charging stations for public use by 2030, “to tap into growing adoption of EVs in the United States,” says Reuters. The new fast-charging stations will be placed at thousands of Walmart and Sam’s Club stores, alongside nearly 1300 it already operates as part of a deal with Electrify America, one of the country’s largest open public EV networks. Walmart’s more than 5000 stores and Sam’s Club warehouses are located within 10 miles of about 90 percent of Americans, Reuters says. “We have the ability to address range and charging anxiety in a way that no one else can in this country,” Vishal Kapadia, Walmart’s recently appointed senior vice president of energy transformation said, adding that the new stations will also address issues around reliability and cost.

Exhaust: The Walmart charging stations we’ve used have been clean and reliable. This could be a gamechanger for a lot of consumers on the fence about going electric. – SCS

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April is here, bringing with it a fresh quarterly update to our vehicle valuation data in the Hagerty Price Guide. After a lull in auction activity at the end of every year, major sales in Scottsdale, Arizona and Kissimmee, Florida in January, as well as on Amelia Island in March, fill the first quarter with anticipation. After the final car rolled across the block, we began digging through the resulting heaps of data; this annual spurt of activity often sets the tone for the collector car market in the first half of the year.

So, what did we learn?

Frankly, the results this year were mixed, providing data that don’t point clearly in any one direction (at least compared with the past three years of spring season Price Guide updates). There was still plenty of positive movement, but it did not occur across quite as broad of a spectrum as we’ve been seeing lately.

Our usual lists of individual-model winners and losers are coming, but for now take a gander at some overall trends from the bird’s-eye view of the collector car market.

Separation within segments

A split is emerging between top-tier cars and the rest of the market. The muscle car market is a poster child for this trend. While the muscle segment overall appeared to be softening toward the end of last year, a number of desirable models have performed incredibly well since. Most visibly, Boss 429 Mustangs, first-generation Z/28 Camaros, and LS6 Chevelles reversed some of the losses we saw over the past few months. Plymouth Superbirds continued to rise despite a market that risks oversaturation.

It’s not roses for every muscle machine, however. 1964–67 Pontiac GTOs continued to lose ground and are approximately back to a point where they started in 2022. Value losses are more prevalent among lower-tier trims and less popular drivetrain options, but regardless, it’s a microcosm of a less buoyant segment than the headline-grabbing cars suggest.

Growing complexity in JDM-land

While muscle cars have long been a staple collector segment, the Japanese collector market is still developing. White-hot though it was during the peak of the pandemic, it’s now showing a few signs of maturation and deepening complexity. Trends appear to be more specific and model-centric than before.

Titans like Mk IV Toyota Supras and U.S.-legal R34 Skyline GT-Rs remained steady, but other staples have cooled off a bit. Long-term growth of cars like the 300ZX Twin Turbo has been tempered after losing 13 percent this quarter, and FD-series RX-7s have similarly cooled by ten percent. Even darlings like the 240Z, which has had a longer collector trajectory, continue to soften. The Mitsubishi 3000GT, a car that’s been something of an afterthought for collectors until recently, gained ground, posting 14 to 25 percent increases. Amelia showed that big prices can be had for front-wheel drive cars, too, with a world record sale of a low-mile Acura Integra Type R at $151,200.

Blue-chips going strong and steady

The most consistent performer, as we discussed above, was the top of the market. Blue-chip automobiles had a strong showing in the beginning of the year and sale prices show that collectors are still willing to pay top dollar for exceptional cars. From Gullwing Mercedes and Ferrari Dinos to Duesenbergs, the high six- to seven-figure market is still going strong. That said, some notable no-sales at Amelia demonstrated that even for elite cars, buyers and sellers are doing business lately with more rationality and less exuberance. We expect this to continue, though our next big opportunity to glimpse top-market buying trends is at Pebble Beach this August.

Our biggest takeaway after three months into 2023? The collector car market might not be as predictable as before, but it is by no means screeching to a halt. Buyers are becoming more discerning with regard to quality and model choices, resulting in a far more nuanced market than we have seen in a long time. Until these behaviors coalesce into a more appreciable trend, the direction of the broader market may remain elusive to pin down.

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Via Hagerty Insider

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It’s all about the 36s with our latest icon-versus-underdog comparison: the E36 generation of the BMW M3 (1990–2000), and the Mercedes C36 AMG, which was based on the W202-generation C-Class (1993–2000).

Launched in the first half of the 1990s, these cars were contemporary rivals, each fielding a high-revving inline-six-cylinder and rear-wheel drive, flying the flag for each marque’s performance capabilities. And unlike their respective predecessors, these 1990s sports sedans did not serve as homologation specials for factotry racing campaigns, so each offered a little more refinement and luxury.

The Mercedes is undoubtedly the underdog here, not just to the widely beloved M3, but also to the C43 and C55 that followed it—the V-8 engines in those cars laid the template for many AMGs that followed. So with the help of Hagerty’s valuations experts, here’s a look at how the E36 M3 and the C36 AMG compared in period, and how they compare today.

Potted history: E36 M3 and C36 AMG

It’s easy to forget, but the E36’s predecessor, the E30-chassis 3 Series, was feeling distinctly long in the tooth as the early 1990s dawned. While still competitive, it was no longer a guaranteed comparison-test winner. The E36 chassis, when it arrived in 1991, was sleeker, more modern, and more practical, and it elevated the 3er’s standing among its rivals back up to near-untouchable.

The E36 was also more mature, which opened up a new direction when BMW launched the M3 in Europe in late 1992, and stateside in 1995. That car’s visuals spoke more softly than those of its predecessor, but with a 3.0-liter S50 inline-six making 240 hp—the E30 had used a 192-hp four-cylinder—it carried a bigger stick. (In Europe, those first E36 M3s offered 286 hp. We’re jealous.) Sensing the model’s wide potential, BMW also offered the M3 as a sedan and a convertible.

In 1996, the 3.0-liter S50 made way for a 3.2-liter variant with the same 240 hp but an additional 11 lb-ft of torque. The Euro-spec version of that 3.2 made a genuine 100 hp per liter, putting its specific output in the rarefied company of cars like the McLaren F1. Outside the U.S., customers enjoyed a motorsport-style single-clutch automated manual, dubbed SMG—for Sequential Manual Gearbox—alongside the standard six-speed manual; U.S. buyers made do with a five-speed manual or a five-speed, torque-converter-equipped automatic.

The Mercedes-Benz C36 AMG arrived in 1994, two years before the M3 got its capacity bump. It holds the distinction of being the first AMG model developed after that brand and tuning company were absorbed by the Mercedes mothership, but the car was in no way watered down.

AMG took the 3.2-liter, 24-valve Mercedes inline-six, as found in cars like the SL320 and S320, and worked it over. The engine was enlarged in both bore and stroke, hand-assembled with forged pistons, new camshafts, and revised management for a 268-hp output. Power was routed through a standard five-speed automatic gearbox.

These were both rapid cars for the period. The 3.0-liter M3 reached 62 mph in six seconds flat, the C36 in 6.9. Both wore a 155-mph electronic speed limiter.

Neither car was perfect. In a February 1994 test, CAR magazine rued the M3’s slow steering and the AMG’s overeager and nondefeatable traction control, declaring neither as exciting as its predecessor (that E30 M3 and the Mercedes 190E 2.5-16 Cosworth, respectively). Hagerty’s James Mills distinctly remembers C36 test cars running out of brakes on the road, and E36s being somewhat spiky at the limit.

On the other side of the Atlantic, the E36 M3 found more favor; in 1997, Car and Driver crowned the BMW its Best Handling Car for More Than $30,000. The magazine’s test group contained heavy hitters like the Acura NSX and the Ferrari F355.

Each of these sport sedans was improved by evolution—the E36 with its 3.2, and the AMG when it eventually gained a V-8, becoming another model entirely, the C43. But both set new performance standards for their era.

Why you want one

For some BMW fans, the E36 M3 sits in a slightly uncomfortable position in its maker’s history. That the car was less raw than its predecessor was apparent from launch; that BMW would follow the E36 with the E46 M3, perhaps one of the greatest cars the M division has ever built, might leave the E36 M3 seeming neither here nor there.

But let’s be realistic: This is still an M3. It is still based on one of BMW’s most handsome and beloved model lines, and while its motorsport origins weren’t as clear as those of the E30, the E36’s wildly successful campaign in period touring-car racing has undoubtedly reflected well on the car. Even the exalted E46 can’t boast that.

There’s also the matter of the midlife engine upgrade, and a chassis that was improved a little over time. An E36 today also feels quite intimate compared to more recent M3s. This is a fun and involving car to drive by modern standards, and the aftermarket is only too willing to improve on its qualities.

Intimate isn’t a word you’d use to describe the C36 AMG. In period, the W202 C-class always felt more prim and proper than the E36, and the absence of a manual transmission immediately takes the car down a notch in driver appeal.

And yet . . . how good does the W202 still look, particularly in AMG trim? With just a hint more aggression to the bodywork and a set of stout-looking AMG monoblocks squeezed under the arches? The stance is arguably even more touring-car than that of the M3, and some may prefer the C36’s more grown-up approach inside and out.

It’s also a car of different character from later AMGs, a tone appealing in its own right. That bored-and-stroked M104 inline-six is unique among AMGs in cylinder count and in its use of forced induction; while it must work harder than those V-8s, that’s all part of the car’s character. That engine loved to rev and sounded great hanging out in the last third of the tach. Treat the Mercedes less like a sports car and more like a rapid, comfortable conveyance, the appeal only grows.

Values:

One step removed from the 1980s touring-car specials that helped popularize the smaller side of their respective brand’s lineups, the M3 and C36 AMG offer top-of-field performance for their era. The M3 stands well above the AMG in value despite the vast difference in production numbers. (More than 70,000 M3s were sold globally, compared with more than 5000 C36 AMGs.)

What’s behind that? The name is inextricably linked with the racing success of its badge, and its E30 predecessor, while this non-V-8 AMG is considered by many to be the runt of the litter. Also, early AMG cars have been cheap for a long time—the market is undoubtedly full of affordable cars with inadequate service history, so caveat emptor.

Hagerty’s demographic data show strong interest by younger collectors in the M3, with almost 53 percent of quotes sought by Millennials and Gen Z. Gen X fills a healthy contingent, too, comprising 27 percent of quotes.

The W202 C-class as a whole skews toward an older bunch, with Boomers and Preboomers making up about half of quoted interest and Gen X slotting in at 21 percent. C36-specific data is much slimmer (only 68 quotes in the past 3+ years), and a lot younger. The share of quotes from Gen X and younger has grown each year since 2020; from 60% to 81% in 2021, to 90% last year, and 100% so far this year.

Icon or underdog?

You probably already know whether you’re an M person or an AMG one. Though the M3 is the clear overdog in this battle, the final decision is probably most influenced by personal preference.

Consider this a reminder that you need not always go down the obvious route to end up with a car that’s both entertaining to drive and satisfying to own. Among 1990s performance cars, the M3 is something of a default choice, but the AMG offers a tempting alternative: less focus on 95th-percentile dynamics, and a larger lens on elegant, refined, and considered speed.

If there’s one thing to make a note of with both models, it’s condition. If you don’t know the seller and the history of the car, then a thorough inspection by a specialist is vital. Most M3s and C36s have been used hard, both of their unibodies suffer from corrosion (the Mercedes moreso than the BMW), and faults with each can require expert attention to rectify.

Go in with your eyes open, though, and you’ll emerge with cars that are not only more affordable than the models they replaced, but that deliver higher performance and a more livable, everyday character. Icons, both.

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Via Hagerty UK

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2024 Jeep Wrangler: More of everything, even the V-8

Intake: A host of updates are headed the Jeep Wrangler’s way for 2024. Stick with us here: The 2024 Wrangler Rubicon will offer an 8000-pound Warn winch, a 100:1 crawl ratio, and a new Dana 44 HD rear axle that allows you to fit 37-inch (or larger!) tires and tow up to 5000 pounds (up from 3500 in the 2023 model). A 12.3-inch center infotainment screen that features wireless Apple CarPlay and Android Auto will be offered on all trim levels. Two new models join the fray: a Sport S 4xe, which lowers the entry point to plug-in hybrid Jeep life, and a Rubicon X. The latter is a posh take on the Rubicon, pairing leather upholstery and a premium stereo with 35-inch tires via the Xtreme 35 package ($3995), steel bumpers ($1995), and an integrated off-road camera ($795). There’s a new seven-slot grille on all trims, a new windshield-integrated antenna, 10 new wheel designs, and more. Hybrid Wranglers will now be able to power external devices thanks to four 120-volt outlets with 30 amps of total output that draw from the vehicle’s battery pack. Our favorite tidbit? The 6.4-liter V-8-equipped Wrangler Rubicon 392 will soldier on for at least one more year.

Exhaust: The breadth of the Wrangler portfolio is astounding. Want a fun-looking, open-air pavement cruiser that can scoot about under electric power? The Wrangler can do it. A hell-raising, dirt-flinging desert stormer? It can do that, too. Trail-ready mountain-stomper? Check. — Nathan Petroelje

Mercedes’ GLS SUV gets facelift, off-road tech for 2024

Intake: Mercedes’ big six- or seven-passenger SUV gets a mild makeover for 2024, with a new nose and taillights. Inside, customers can choose from two new leather upholstery options. The range of interior trim finishes has also been revised with new High-Gloss Brown Linden Wood. The “Off-Road Mode” in the GLS turns special controls such as gradient, lateral inclination, compass, and steering angle into a visual experience; thanks to the standard Surround View system with a 360‑degree camera, it offers the “transparent hood” function found on its small GLC sibling and Benz’s electric EQS SUV. When the Off-Road mode is active, the central display shows a virtual view under the front of the vehicle. This enables the driver to recognize obstacles in their path such as large rocks or deep potholes sooner and more easily. The Off-Road Engineering Package, available for the GLS 580 4MATIC, includes an underbody guard and in combination with the SUV’s standard Airmatic suspension, provides 1.2 inches more ground clearance.

Exhaust: The GLS, as luxurious as it is, is prepared to do some work: All-wheel drive and a gear ratio designed for pulling power allow a towing capacity of up to 7716 pounds and a tongue weight of up to 309 pounds. There’s also Trailer Maneuvering Assist and an updated Trailer menu in the central display. The 2024 Mercedes-Benz GLS goes on sale later this year. — Steven Cole Smith

Toyota Tacoma goes hybrid for 2024

Intake: In this teaser photo released yesterday, we got our first look at the hind end of the all-new 2024 Toyota Tacoma. Of note is the small badge on the lower right-hand portion of the tailgate: i-Force Max, the name for the hybrid system that Toyota uses on the Tacoma’s full-size pickup sibling, the Tundra. The half-ton pairs a twin-turbo 3.5-liter V-6 with a 48-hp, 104 lb-ft AC electric motor fed by a 1.9-kWh nickel-metal battery. While it’s not clear which engine will be used in the Tacoma, we wouldn’t be surprised to see some sort of turbocharged four-cylinder in the engine bay, possibly supplemented with a similar electric setup. The tailgate shown is that of the top-trim, TRD Pro, which may mean that, like the Tundra, only upper trim levels will get the hybrid treatment; lower trims may suffice with just the engine. Toyota has promised more details in the months to come.

Exhaust: The Tacoma has been America’s best-selling midsize pickup for several years running, in part because of the stone-dead reliability that comes from its relatively archaic setup with an older 3.5-liter V-6 and a six-speed automatic. Will the new, more complex setup mar the Tacoma’s rugged image? — Nathan Petroelje

Four year later, badass off-road Atlas spawns … a trim level

Intake: At Chicago, in February, we saw the freshened-but-not-reinvented Atlas. At New York, in April, we meet a little spritz of novelty on top of those 2024-model-year changes: An outdoorsy variant called the Peak Edition. For a yet-undisclosed premium, the Peak Edition adds some cosmetic touches: The smallest wheel size in the Atlas range (18 inches) is painted black and wrapped in all-terrain tires, whose more aggressive texturing adds an air of trail-readiness. Most of the body trim—grille, roof rails, window surrounds, wheel arches—is black, rather than chrome. Inside, you’ll enjoy the faux-leather, ambient lighting, and decorative trim panels brought by the Atlas family’s 2024 freshening, along with a Peak Edition–specific badge on the steering wheel, orange stitching on the seats, and black metallic check patterns on the dash and door inserts. The new trim level is inspired by a 2019 concept based on the pre-freshened Atlas and named Basecamp, but its 1.5-inch lift kit is nowhere to be seen on this production-ready variant.

Exhaust: Peak Atlas, or peak poser? However you feel, you probably hold a strong opinion about vehicles that aspire to outdoorsiness. The 2024 car market, from the hardcore 4x4s of Ford and Jeep to the plastic-fendered family haulers of Subaru and VW, has you pinned. — Grace Houghton

Mini previews all-electric Countryman

Intake: Mini has offered a first glimpse at its next-generation Countryman, and, if you don’t like change, you should look away now. For a start, the Countryman will be Mini’s first electric-only model, with no gasoline-powered version to be offered. It will also be the first Mini to be built in Germany, and it’s the least “mini” of any Mini yet, having grown by over five inches in length and two inches in height over the outgoing model. On the plus side, from what we can see, despite the colorful camouflage, the new car appears to retain the overall proportions of which Mini fans are so fond. The details are disguised, so final judgment will have to be reserved until the wraps come off. Mini has revealed the car’s electric credentials, however, and they are a huge step forward from those of the limited-but-fun Mini Cooper SE. The Countryman will come in two flavors: the two-wheel drive E offers 191 hp, and the SE ALL4 sends 313 hp to both axles. With a battery capacity of 64.7 kWh, Mini claims a range of 280 miles, although that’s based on Europe’s rather optimistic WLTP cycle. Production begins in November 2023 with deliveries to follow in 2024.

Exhaust: This should be the most eco-friendly Mini ever made. It’s being built at the BMW Group’s “green plant” in Leipzig, which is powered by four massive wind turbines which store electricity in 700 battery packs recycled from BMW i3s. The Countryman’s dashboard steering wheel headliner and floor mats are all made from polyester recycled from PET bottles and carpet remnants, which reduces rubbish going to landfill and cuts carbon emissions. — Nik Berg

Ohio drag strip adds special class to get teenagers off the street

Intake: Edgewater Sports Park is like any other racing venue: It wants exciting and safe racing. This is why the Grandview, Ohio, track wants to attract teen drivers with a new bracket racing class specifically for high school students. The rules outline a class designed for cars that would normally be found in high school parking lots: eligible cars must have DOT street tires and run the quarter-mile strip with an ET (elapsed time) no quicker than 11.60 seconds. Helmets are only required if your car can make a pass quicker than 14 seconds. See the track schedule at Edgewaterrace.com

Exhaust: Since bracket racing is about the driver’s skill and ability to run the exact time they “dial in” at the starting line, rather than a true head-to-head race between the lanes, it is the perfect way to level the playing field here. What better way to get some thrills in Mom’s beige boringmobile? Wait, don’t answer that. — Kyle Smith 

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Vaughn Gittin Jr. returns to Formula Drift in 1300-hp RTR Mustang

Intake: RTR Vehicles just showed off its Spec 5-FD Formula Drift competition vehicle that it will make its racing debut at this week’s Formula Drift Long Beach event. The company also announced that two-time Formula Drift champion Vaughn Gittin Jr. will return to competition after taking a year off. The RTR Mustang has the updated look of the 2024 model, but it’s packing 1300 hp of tire-frying V-8 under the hood. The 2024 Ford Mustang is a natural in the series as well as the larger world of grassroots drifting, since it will include a segment-first electronic drift brake that RTR drivers Vaughn Gittin Jr. and Chelsea DeNofa helped tune.

Exhaust: We’re glad to see Gittin back behind the wheel in Formula Drift, as he’s always entertaining. However, we’re even more interested in driving a new Mustang with the electronic drift brake. Ford says the electronic brake has three times the power of a pedestrian-spec one. The brake’s familiar engagement—a center console lever—certainly looks better than the rocker switch found on most cars. We’re sure that the application of braking force is critical to driver enjoyment; judging from the video, Gittin had fun helping Ford dial everything in. — Brandan Gillogly

Genesis previews a sportier side with GV80 Coupe concept

Intake: Genesis is stepping into the performance-oriented side of high-riding luxury with a new GV80 Coupe concept. Genesis’ chief creative officer Luc Donckerwolke says that the GV80 Coupe concept takes inspiration from the low-slung X Speedium concept that the brand revealed in New York last year. Donckerwolke said the GV80 Coupe “emphasizes the duality of the Genesis brand by showcasing the antagonistic character that lives within the Athletic and Elegance parameters of Genesis’ design philosophy.” The four-passenger SUV features many exterior design cues that are now Genesis trademarks, including the large crest grille and the double-line head- and taillamps. The sleek silhouette, blistered fenders, Magma Orange paint, carbon-fiber roof, and rear-drive platform certainly hint at the sportier aspirations of this concept, crossover silhouette aside. Inside, four bucket seats with carbon-fiber backs, plus a sportier three-spoke steering wheel and a hefty structural brace behind the second row, signal this concept’s rapid intentions.

Exhaust: Though it’s just a concept for now, the GV80 Coupe looks very close to production-ready. With its more traditional SUV offerings finding their stride, we’re not surprised to see Genesis embark on bolder executions that mirror those of its M-badged German counterparts. — Nathan Petroelje

Ex-Stirling Moss Aston Martin will weigh heavy on someone’s wallet

Intake: A 1960 Aston Martin DB4 GT driven to its maiden victory by Stirling Moss is now for sale at RM Sotheby’s. The car is one of just 75 featuring a body made by Touring of Italy, built on lightweight chassis with a shorter wheelbase than the standard DB4. Only six right-hand-drive versions were ever made and this example was constructed for Tommy Sopwith (whose father was aviation pioneer Sir Thomas Sopwith). Sopwith’s Equipe Endeavour racing had the car finished in Jaguar Indigo Blue with white detailing, and its 3.7-liter, twin-plug-ignition straight-six engine powered the car to its maiden win at Goodwood on Easter Monday of 1960 with Moss behind the wheel. Two weeks later Jack Sears won the Aintree 200, then followed up with wins at Oulton Park, Snetterton, and Brands Hatch. Subsequent owners include racers Ron Fry, Ted Jones, David Ham, and Pink Floyd’s manager Steve O’Rourke. The current owner has had possession since 2005 and it has been in regular action at the Goodwood Revival and Silverstone Classic.

Exhaust: The car is offered as a private sale, with no price listed. In 2021 a similar race car sold for $2.5 million despite being in bits, but with this DB4 GT’s illustrious history, we’d expect the next buyer’s pockets to be at least twice as deep. — Nik Berg

Student-restored car accepted to Pebble Beach Concours

Intake: Crowning a nearly 10-year effort, the 1953 Mercedes-Benz 300 S Cabriolet owned by McPherson College has been accepted to be shown at the 2023 Pebble Beach Concours d’Elegance this August. This car was donated to the Kansas college and has been the pride of its automotive restoration program—the only degree of its kind in the U.S. The Mercedes been painstakingly restored by students who are in process of getting their bachelor of science in automotive restoration. The Pebble Beach Concours d’Elegance is the oldest concours in the United States and one of the world’s most prestigious gatherings of rare and antique automobiles.

Exhaust: The selection process for the Pebble Beach Concours is no simple task; just being accepted is a huge honor. Now comes the really hard part of finishing the restoration before Sunday, August 20. Students and staff who worked on the car over the last 10 years—and it’s worth noting all the work was done outside class hours—will join the car on Pebble Beach Golf Link’s 18th green to celebrate the process and completion of such a monumental project. — Kyle Smith 

Federal jury orders Tesla to pay $3.2 million in racial bias case

Intake: A federal jury has ordered Tesla to pay about $3.2 million to a Black former employee after he won a racial harassment lawsuit against the company, far less than the $15 million he rejected last year in opting for a new trial, said Reuters. The verdict came after a week-long retrial in the 2017 lawsuit by plaintiff Owen Diaz, who in 2021 was awarded $137 million by a different jury. A judge agreed with that jury that Tesla was liable but said the award was excessive. The judge ordered a new trial on damages after Diaz declined the reduced $15 million.

Exhaust: Diaz had sued Tesla for violating a California law that prohibits employers from failing to address hostile work environments based on race in the Fremont, California factory, where he worked as an elevator operator. Lawyers for Tesla pointed to what they said were inconsistencies in Diaz’s testimony and repeatedly raised the fact that he did not lodge written complaints to supervisors. He worked for the company for nine months. – Steven Cole Smith

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Bryce Ronsonet took an interesting approach to building his off-road desert racer. Rather than starting with a truck or some other body-on-frame behemoth, the California native opted for a stock 1982 Mercedes 300SD as his blank canvas. After a bevy of modifications—which included using a reciprocating saw to alter the bodywork and routing its exhaust through the hood—Ronsonet entered his oil-burning beaut in the Mint 400, America’s oldest off-road race.

This is certainly not what the stuffed shirts in Stuttgart had in mind for the stately sedan when it rolled off the assembly line over 30 years ago. On the other hand, we’re betting you can’t find anyone having as much fun in their W126 as Ronsonet, who recently navigated 94 miles of Nevada’s trickiest desert terrain in his big Benz.

It all started on the grid at the Mint 400’s Limited Race, on Friday. The cars and trucks on the race grid varied wildly. Rival rigs in Ronsonet’s Gambler class were all over the map, from a Subaru Justy to a four-wheel-drive limousine. Once we spotted the diesel Mercedes, though, we knew that we needed to find the mad scientist responsible for the crusty country clubber on stilts.

First, we asked, “Why?” Ronsonet was quick with an answer.

“It was the cheapest thing we could find.”

Of course, off-road racing (like all forms of racing) can be an expensive endeavor. Side-by-sides offer higher speeds and lots of suspension travel, but they can be a rather pricey entry point. Many of the UTVs that were competing in Friday’s race cost more than $20,000. Stock!

Ronsonet’s build was bare bones, compared to many of the overbuilt dirt racers, but he spent the money where it would do the most good. “We’ve really only put a cage in it, lifted it, and slapped some nitrogen bump stops on it,” he says.

Then, there’s the engine. The stock 3.0-liter five-cylinder was rated at just 119 horsepower, which wasn’t going to make for an exciting bound across the desert. “We have a bigger pump on it and a bigger turbo on it, but it’s still the stock block,” Ronsonet says. There’s also a new air-to-air charge cooler to keep the temps down, but most of what’s under the hood is factory; even the head bolts are stock. The engine has been holding up well to 25 pounds of boost and is now churning out around 300 hp. The factory 722.3 four-speed automatic hasn’t complained, but its load was lessened when Ronsonet swapped in 3.92:1 gears from a four-cylinder model.

Those shorter gears help make up for the 31-inch BF Goodrich Mud Terrain KM3 tires that soak up the punishing desert floor. And about nine inches of wheel travel help to usher the rig over obstacles. Ronsonet fabbed a simple suspension that uses Ford Super Duty coils in the rear, twist-in spring spacers in the front, and off-the-shelf Bilstein shocks and nitrogen bump stops on all four corners. “For big whoops, we have to go pretty slow, but on rough roads it’s great,” he says.

As for the budget, Ronsonet kept a basic tally. “With the cage and everything, we’re probably right over $20,000,” he says. The cage was about half of his budget. It cage runs along the bottom of the body and ties into a substantial skidplate. Adding safety and durability to the old sedan—that’s money well spent.

The goals for this Mint 400 were simple, and Ronsonet summed them up in one word: “Finish.”

He eventually elaborated, stating that he would also like to hit 80 mph across the dry lake bed—the smoothest, fastest part of the race course. We’re happy to report that the smoke-belching golden Benz met both goals, hitting 99.8 mph on the bed en route to a second-place finish in its class. The duo’s next stop is the 500-mile Vegas to Reno race, part of the Best in the Desert series.

We asked Ronsonet if he’d recommend others who are looking to build an affordable off-roader to take a similar route. “It’s very hard to find parts where I am … but if you can find parts for these cars, oh yeah. If you can find them cheap enough, absolutely!”

If you’re inspired to prowl Craigslist for one of these five-cylinder bargains, we’re sure that Ronsonet and the rest of his desert racing competitors will welcome you to the grid. Just don’t tell the side-by-side drivers about the screaming deal that you got on your desert racer.

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Via Imola

The post This affordable oil-burning Benz turned heads at the Mint 400 appeared first on Hagerty Media.

The automotive industry has advanced thanks to the input of literally countless engineers, inventors, designers, and drivers. We as the end users rarely get to know who exactly came up with which systems and parts we treasure and love today.

There are hundreds of unsung heroes in the automotive world. In honor of Women’s History Month, we rounded up this list—a handful of the women who helped make today’s cars so practical and so enjoyable.

In the early days of automotive innovation, societal pressures and professional norms prevented most women from getting involved. Thankfully, most of those barriers have fallen, though their effects are still felt: Many of the early contributions of women to the auto industry either went unrecognized or unappreciated for decades.

Here’s to seven of them who changed the automotive world.

Florence Lawrence

A silent film star, Florence Lawrence understood the need for unspoken communication. She also knew communication needed to happen between cars in order to not have chaos on the roads.

Not only was transportation via horse and buggy fairly slow, horses’ self-preservation instincts helped keep accidents to a minimum. Once road awareness was left to absent-minded humans, the need for telegraphing an intention to stop or change direction became very apparent.

Lawrence was the pioneer of turn and brake signals. She designed bumper-mounted flags and a sign that read “stop,” which appeared when the brake pedal was pressed. She never patented her idea, but a century later it is still critical to transportation.

June McCarroll

While driving her 1917 Ford Model T, June McCarroll swung wide around a corner and was suddenly grille to grille with a large truck. After taking evasive action and stuffing her Ford into the sandy ditch, a bright idea hit her: A simple stripe down the center of the road, so that drivers knew where to expect each other to be.

She lobbied California legislators via a letter-writing campaign and in 1924 a law was passed that made lane delineation standard. The idea quickly caught on in the rest of the country.

Mary Anderson

Inventing something takes vision, but it was a lack of clear sight during a trolley ride in 1903 that prompted Mary Anderson to create the windshield wiper. She observed the driver of the street car repeatedly stop the vehicle, get out, and wipe the windshield in order to see where they were going. It prompted her to invent and patent a hand-operated windshield wiper.

She worked to sell the patent, but there were no takers until after the patent expired. She never saw any money for what became a crucial safety feature on every car produced. She was even inducted into the National Inventors Hall of Fame in 2011.

Margaret Wilcox

Early automobiles were highly focused on function with little attention to comfort. It was Margaret Wilcox who thought to harness the heat that came as a byproduct of an internal-combustion engine and use it to make the passenger compartment more comfortable. Some version of a heater or climate-control system has been optional or standard on cars for over a century now, and few modern drivers tolerate its absence.

Wilcox also patented a machine that could wash both clothes and dishes at the same time. It didn’t catch on like the car heater.

Bertha Benz

The automobile is widely accepted as a functional object these days, but there was a time when self-propulsion carriages were simply novelties. Most thought they would never catch on.

Arguably, it was Berth Benz who proved these naysayers wrong.

She borrowed—some could argue stole—her husband Karl’s latest invention and drove the three-wheeled Patent Motorwagen on a roughly 110-mile round trip journey from Mannheim to Pforzheim. Her trip proved the horseless carriage could get the job done, and she thus helped to lay the path for a revolution in transportation.

Mimi Vandermolen

Fast forward many decades from Bertha Benz, and you will still find women altering the landscape of design and function. Mimi Vandermolen was a part of the Ford design studio in the early 1970s but was laid off during the oil crisis. She returned to the Blue Oval in 1977 and was instrumental in creating the interior of the then-new Ford Taurus.

Her contributions are litany of things we now take for granted: ergonomic seats, rotary dials for climate control within easy reach of the driver, and a digital display that functions as the instrument cluster.

No matter what you drive today, there are aspects of its interior that can be traced to the Taurus, and to Vandermolen.

Stephanie Kwolek

The average car is comprised of 30,000 parts, but none are as important as the tires. In 1964, Kwolek was working in the DuPont textile lab searching for a way to reinforce radial tires. The result of her manipulation of strands of carbon-based molecules to make larger molecules (polymers) was Kevlar, which is now a staple of performance tires to reinforce the bead and circumference. Kevlar has also had a lasting impact outside the automotive world, in the construction of bulletproof vests.

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This is just a selection of the contributions and innovations that women have brought to the automotive world. Our cars would not be the objects we love and enjoy today without these women, and for that we thank them.

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As Radwood-era vehicles of the 1980s and 1990s have become more sought after, the rarer and more special examples are coming to market more often. The cars built by AMG (named for founders Aufrecht and Melcher in Großaspach) before the legendary tuning shop became part of Mercedes-Benz are prominent among this set. However, as with any developing market, it is best to get a handle on the nuances before getting caught up in the rush.

A full history of pre-merger AMG cars and their modifications is beyond the scope of this report, but we will hit upon the key features.

Made in Germany … and Westmont, Illinois

Many early AMG cars were converted in Germany for the European and Japanese markets. Some of those cars were imported to the U.S. in the contemporary gray market but others were imported more recently. However, not all AMG cars came from Germany—there was also an AMG-licensed U.S. agent in Westmont, Illinois, founded in 1981. Conversion kits shipped from Germany included exterior tweaks and the all-important drivetrain modifications. With modified S Classes often shown on the TV show Miami Vice (soundtrack by Jan Hammer) alongside Crockett’s Testarossa and occasional Jalpa, real AMG conversions became popular, and so did imitations.

Two vehicles that AMG nailed in the 1980s were the 560SEC and the 300E (the C126- and 124-series cars, for the chassis-code nerds out there). The 560SEC looked the part of a 1980s television villain, with widebody box-fender flares, and backed it up with a 6.0-liter, DOHC conversion of the standard SOHC 5549-cc V-8 engine. That engine also shoehorned into the 300E, and the 181-mph sedan was deemed the Hammer. Usually seen as a sedan, one Hammer wagon and a handful of coupes were built.

With the dawn of the 1990s and the launch of the new, R129-generation SL, AMG offered the same 6.0-liter V-8 in the new roadster. When the V-12 SL debuted a couple of years later, AMG enlarged the 6.0-liter V-12 engine to 7.3 liters, an iteration also used later in the Pagani Zonda.

Partnership with Mercedes-Benz, new perspective on the past

By 1990, Mercedes-Benz and AMG agreed to cooperate on developing new models. It would take a couple of years, though, before new AMG models could be bought directly from a Mercedes-Benz showroom, let alone developed from scratch. The slow change of AMG meant that it took a while for the market to wake up to the specialness of the pre-merger AMG cars.

Your values may vary

Early AMG cars started to appear at auctions in the mid-2010s, but it wasn’t until 2019 when RM Sotheby’s featured several examples from the Youngtimer Collection that the market gained momentum. Even then, a range of values was possible.

For example, one 560SEC fitted with widebody flares, the 6.0-liter DOHC V-8, and the popular monoblock alloy wheels sold for €149,500 (about $167,400) while the other with similar features sold for €297,500 (about $333,200). Why the difference? One had the original AMG engine, and one did not. The DOHC conversion developed by AMG has a reputation for leaking and not being especially durable, so finding one with the original engine is hard. Consequently, cars converted back to an unmodified SOHC engine are not entirely uncommon. Then there are undocumented cars, narrow-body cars, and “tribute” cars, all of which bring less money and further muddy the waters.

Upcoming consignments

Several pre-merger AMG cars are coming to market in Florida at The Amelia auctions and, if the estimates are any indication, the wide spread of values will likely persist. Broad Arrow has two for sale, both of which are 124-series cars. A 300CE converted to a widebody and fitted with the 6.0-liter V-8 engine in rarely seen Nautical Blue Metallic has an estimate of $750,000 to $850,000. A 300E-based Hammer sedan with a 6.0-liter DOHC V-8 carries an estimate of $575,000 to $625,000. Bonhams has a 1990 model-year R129 SL roadster with AMG’s 6.0-liter V-8 that carries an estimate of $130,000 to $160,000.

If you want a similar bang for fewer bucks, remember that the Hammer inspired Mercedes-Benz to enlist the assistance of another German company that knew a thing or two about performance—Porsche—to build its own super sedan, the 500E. Broad Arrow and Gooding & Company will each have examples on offer (the former with an estimate of $60,000–$80,000, the latter at $70,000–$100,000).

As with any up-and-coming market, the rush to get in on the action can surpass the prudence of doing due diligence. The pre-merger AMG cars offer a rush of performance, but the market can also catch out uninformed buyers. Be sure to get a handle on what you’re buying.

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Dodge drops first “Last Call” teaser video for the last Hemi sportscar

Intake: Dodge has posted a new video teaser leading up to the global debut of the “ultimate Dodge performance vehicle,” which will take place during the Dodge Last Call Powered by Roadkill Nights Vegas event at The Strip at Las Vegas Motor Speedway on March 20. The next full video teaser is set to premiere on March 1. Each teaser reveals clues to the identity, and performance DNA, of the final special-edition “Last Call” vehicle. This first teaser, called “Runnin’ Hyde,” features a sinister-looking leprechaun that morphs into something even more sinister-looking. “Last Call” is all about the pending end of the Dodge Challenger and Charger production. Six Dodge “Last Call” models have already been introduced: the Dodge Challenger Shakedown, Dodge Charger Super Bee, Dodge Challenger and Charger Scat Pack Swinger, Dodge Charger King Daytona and Dodge Challenger Black Ghost.

Exhaust: A leprechaun? Does it mean the car will be green? We’ll need more information. — Steven Cole Smith

BMW X5 M and X6 M jump to 617-hp hybrid setup

Intake: BMW has announced a raft of changes for its 2024 X5 M and 2024 X6 M SUVs. The two SUVs will now be offered exclusively as higher-performance Competition models, a designation BMW uses to denote the sharper of its M products. The pair will get a new 4.4-liter twin-turbo V-8 that uses a cross-bank exhaust manifold, revised turbos, a new intake, and a few other tweaks that help it develop 553 lb-ft of torque between 1800–5800 rpm and 617 hp. Joining that new eight-pot is BMW’s first application of a 48-volt mild-hybrid system on an M car, which features an electric motor that can deliver 12 extra ponies and 147 lb-ft of extra torque integrated into the bell housing of the updated eight-speed transmission. BMW says that the new powertrain enables 0–60 times of just 3.7 seconds. Massive brake discs measuring 15.6 inches in the front and 15 inches in the rear are squeezed by six-piston calipers and single-piston calipers, respectively.

There’s a new 27.2-inch curved display in the cockpit to handle infotainment and instrumentation duties and new ambient lighting to adjust the mood inside the SUVs. The new X5 M Competition and X6 M Competition will debut at The Amelia in early March, and production will begin at the Spartanburg plant in South Carolina in April. The X5 M Competition will start at $123,295 and the X6 M Competition will start at $128,195.

Exhaust: It was only a matter of time before hybrid power came to the aid of BMW’s Big performance SUVs. Expect similar tech to start to trickle down to the smaller X3 and X4 SUVs eventually, although those models will likely stick with their twin-turbo straight-six engines. — Nathan Petroelje

GM to shut down truck plant for two weeks

Intake: GM is shutting down one of its truck plants for two weeks in March as the manufacturer “works to manage inventory levels,” said the manufacturer. The plant affected is the Fort Wayne truck plant, which builds the Chevrolet Silverado and GMC Sierra, says Automotive News. The downtime is “an effort to maintain optimal inventory levels with our dealerships,” GM spokesman Dan Flores said. “The plant constantly reviews and adjusts production schedules according to customers’ needs,” he said. “Our production is up over the past month while demand remains fairly consistent, leading to an increase in inventory. Therefore, as we stated on our earnings call, we are going to proactively manage inventory levels, including plant downtime.”

Exhaust: Welcome to the new way of doing things in Detroit. In the past, GM and other manufacturers would just keep building trucks, and offer incentives and discounts to keep them moving. Now, with trucks and many other vehicles selling for list price or close to it, manufacturers will actively manage inventory to keep prices up. GM CFO Paul Jacobson told analysts on the automaker’s fourth-quarter earnings call in January that GM ended 2022 with a roughly 50-day supply of dealership inventory. GM is planning to have a 50- to 60-day supply at the end of 2023. — SCS

Mercedes E-Class: Take selfies, do Zoom calls, play Angry Birds

Intake: Owners of the new Mercedes-Benz E-Class and their passengers may never need to leave their car. According to Mercedes: “The software experts at Mercedes-Benz developed a new compatibility layer that allows the installation of third-party apps. The following apps are available on the central display at launch of the E-Class: TikTok, the game Angry Birds, the collaboration app Webex, the video conferencing app Zoom and the web browser Vivaldi. In addition, the optional ZYNC entertainment portal offers video streaming, on-demand content, interactive experiences, sports, news, games and much more on the central and passenger displays, via one user interface.” In addition: “Another new feature is a selfie and video camera (part of the optional MBUX Superscreen) on top of the dashboard. When the vehicle is stationary, the driver can participate in online video conferences via Webex or Zoom, and take photos and videos.”

Exhaust: Selfies? Zoom calls? TikTok? This is definitely part of the new Mercedes philosophy, which also includes wild collaboration projects with fashion brands. — SCS

Will electric car prices reach parity with ICE cars by 2026?

Intake: The cost of making electric cars will reach parity with internal combustion cars by around 2025 and 2026, the head of Envision Racing’s Formula E team said. Sylvain Filippi, managing director of Envision, said it will soon become more expensive to manufacture traditional cars than their electric counterparts, given that the cost of manufacturing ICE vehicles is increasing. “In 2025 and 2026  you’ll start to see parity on the supply side, in developed countries,” Filippi said during an interview with Reuters at the Reuters IMPACT climate conference on Tuesday, adding sticker price parity meant the total cost of ownership would be lower. “That’s the tipping point. When that happens and we can manufacture these cars at scale, then the floodgates will open,” Filippi said. “At that stage, buying an internal combustion car will be a very bad idea because the original value of these cars will be nothing. It will become a really bad asset and I think the transition will accelerate really rapidly.”

Exhaust: Is price what’s keeping you from buying an electric car? Filippi, a longtime industry EV advocate, believes it is. If parity in price is indeed reached by 2026, there’s little doubt that electric sales should accelerate. — SCS

Florida bill would ban dogs from sticking their heads out the car window

Intake: A bill filed in Florida—where else?—last Friday by Broward County Democratic state Senator Lauren Book would prohibit dogs from sticking their heads out of car windows. The measure includes various animal-welfare regulations: penalizing cat declawing, banning certain animal testing, prohibiting rabbit sales before Easter, and requiring the Florida Department of Law Enforcement to post an online registry of convicted animal abuses, according to USA Today. The bill would prohibit drivers from holding a dog in their lap, and dogs wouldn’t be allowed to put their head “or any other body part” outside a car window. The bill calls for pets to be restrained with a harness, seat belt, or if possible, to be held by a passenger. If a dog is being transported in the bed of a truck, it must be restrained by using a crate that is safely secured and large enough to allow the dog to turn around normally.

Exhaust: Presumably, people and other livestock can still hold their heads out the window. — SCS

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Behold, the G Wagen that cannot be unseen

Intake: A collaboration between Mercedes-Benz and high-fashion label Moncler has resulted in this balloon-tired, patinaed, vintage G-Class called Project Mondo G. It’s… quite something. Moncler’s influence can be seen in the reflective pillow tires and wild canopy, which it says were inspired by the brand’s line of puffer jackets that carry four-figure price tags. The rigid form of the G-Class underneath and the puffy roof and tires give us major moon-buggy vibes. Project Mondo G was revealed at Moncler’s “Art of Genius” show during London Fashion Week yesterday. The dimensions are appropriately absurd: Mondo G is 15.1 feet long, 9.18 feet tall, and a whopping 11.15 feet wide when you include those outrageous tires.

Exhaust: We’ll let you make the call on whether the Mondo G works visually or not, but consider this: A while back, Mercedes announced that it would axe many of its cheaper, lower-margin models and march further upstream into the world of ultra-luxury to increase its profitability. Collaborations like this bring the Silver Star brand attention from that target audience who would spend exorbitant amounts of money on a puffer jacket because of the name on the label. Weird or not, we follow the logic here. Just don’t get any ideas, Mansory. — Nathan Petroelje

Hyundai prices new Ioniq 6

Intake: The Hyundai Ioniq 6 electric vehicle will start at $42,715, including shipping, for the SE Standard Range model, which has an EPA-estimated range of 240 miles. The Ioniq 6 SE Long Range, with an impressive range of 361 miles, will start at $46,615. Both models are single-motor rear-wheel-drive. The Long Range has a bigger battery than the Standard Range model (77.4 kWh vs 53 kWh), and will also offer 225 horsepower instead of 149. The 320-horsepower SE all-wheel-drive Long Range starts at $50,115 and has a range of 316 miles. The model lineup tops out with the Limited AWD model at $57,215 with a range of 270 miles.

Exhaust: If it’s as good or better than the Ioniq 5, Hyundai will have another hit on its hands. The base model goes on sale this summer “in limited quantities,” Hyundai says, but most of the models will be available in the spring. — Steven Cole Smith

Bentley to drop W12 amid shift to EVs

Intake: Another of the few remaining strange gasoline engine configurations is not long for this world. Bentley has announced that it will retire its twin-turbo W-12 engine next year as the British luxury brand makes the shift to electric vehicles, according to Automotive News. “The time has come to retire this now-iconic powertrain as we take strides towards electrification,” said Bentley’s CEO, Adrian Hallmark. The W-12 first appeared in the Bentley lineup in the 2003 Continental GT Coupe, and it currently powers top-end versions of the GT, the Flying Spur sedan, and the Bentayga SUV. Audi’s A8 and the Volkswagen Phaeton also used the engine for a time. In place of the W-12, Bentley will use hybrid versions of V-8s and V-6s in the coming years. The final send-off for the W-12 will be a 739-hp variant that will be fitted to the upcoming Bentley Batur coupe, which is limited to just 18 examples.

Exhaust: We’re sad to see one of the few remaining unique engine layouts meet the end of the road, but the bulky engine doesn’t make much sense in the age of the hybrid powertrains Bentley will use to ease its buyer base over to electric vehicles. — Nathan Petroelje

BMW tops U.S. exports again

Intake: For the ninth straight year, BMW led the nation in automotive exports by value, according to data released by the U.S. Department of Commerce. The South Carolina plant exported 227,029 BMW SUVs and coupes during 2022 with an export value of nearly $9.6 billion. Most of the BMWs produced at Plant Spartanburg in Greer, South Carolina, were exported through the Port of Charleston, South Carolina, plus five other southeastern ports.

Exhaust: During 2022, Germany was the top export market for BMW Manufacturing (15.5 percent of export volume), followed by China (13.5 percent), South Korea (12.8 percent), Canada (7.5 percent), and Great Britain (5.6 percent). BMW Spartanburg has been cranking out world-class quality vehicles for years; hopefully, more U.S. manufacturers can follow the export business plan. — SCS

Is the world ready for crewed flying car racing? Maybe.

Intake: With the outward appearance of an enormous drone, the Airspeeder Mk4 is the sort of thing you look at and wonder: Is today April 1? Powered by hydrogen and crewed by a human or two, the Airspeeder is billed as the first flying car racing vehicle. Let company CEO Matt Pearson (try to) explain: “We, and the world, are ready for crewed flying car racing. We have built the vehicles, developed the sport, secured the venues, attracted the sponsors and technical partners. Now is the time for the world’s most progressive, innovative and ambitious automotive brands, OEM manufacturers and motorsport teams to be part of a truly revolutionary new motorsport. In unveiling the crewed Airspeeder Mk4 we show the vehicles that will battle it out in blade-to-blade racing crewed by the most highly-skilled pilots in their fields.” Right then. It has a top speed of 225 mph and a range of 188 miles. Testing is underway in Australia.

Exhaust: It’s powered by a 1340-hp Thunderstrike Hydrogen Turbogenerator, which is, if nothing else, fun to say. The Airspeeder Mk4 “is a development of the remotely-piloted Mk3, which has successfully completed more than 350+ test flights and took part in two Airspeeder demonstration races in South Australia in 2022.” You’ve been warned. — SCS

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Ford taps Marshall, Michigan, for $3.5B battery plant

Intake: Yesterday Ford announced a new battery plant in Marshall, Michigan, that would make it the first automaker to commit to building both nickel cobalt manganese (NCM) and lithium iron phosphate (LFP) type batteries in the United States. Ford will invest $3.5 billion into the plant as part of its larger $50B investment in electric vehicles globally. It will be called BlueOval Battery Park Michigan, and Ford says it will bring 2500 jobs to the area when battery production begins in 2026. Ford is partnering with a Chinese firm called Contemporary Amperex Technology co. Ltd. (CATL), which is the world’s largest battery supplier, counting other automakers such as Tesla and Honda among its clientele. LFPs are seen as the next big batteries, providing longer lifespans and better thermal characteristics as well as lower unit costs and ease of material sourcing. Ford will begin putting LFP batteries in the Mustang Mach-E later this year. The new plant is comparable in size to Ford’s existing battery plant projects in Tennessee and Kentucky. Of the 950 acres that the new Marshall plant is set to be built on, Ford placed 245 acres along the Kalamazoo river into a conservation easement to ensure the land will be free from future industrial development and preserved for public enjoyment.

Exhaust: In an interview with reporters at the announcement event, Lisa Drake, vice president of industrialization at Ford’s Model e business unit made clear that although Ford was partnering with CATL, the plant would not be controlled by the Chinese company, which is not a government-owned enterprise. “It’s really important to understand that Ford controls the plant,” said Drake. Ford’s announcement stated that it would rely on CATL for battery cell knowledge and services provided by CATL. We’re fans of projects that include American manufacturing jobs, and despite high tensions between America and China, the new plant seems like good news. — Nathan Petroelje

Shoichiro Toyoda, the man behind Lexus and Toyota’s U.S. bloom, passes

Intake: Former Toyota president Shoichiro Toyoda, who led the company his father founded, died Tuesday. According to Automotive News, the cause was heart failure. Toyoda guided his family’s namesake company from 1981–1992, a period notable for trade tensions and tough competition for the brand. He also served on the board for 57 years, making him the automaker’s longest-serving director. He was also the father of current Toyoda CEO Akio Toyoda, who is scheduled to step down at the end of March. Trained as an engineer, Toyoda was often referred to as Dr. Toyoda inside the company as a nod to his doctoral thesis on fuel injection. The title also helped to distinguish him from Eiji Toyoda, a cousin of Shoichiro’s father who preceded Shoichiro as company president, Automotive News said. Toyoda was 97.

Exhaust: Toyoda’s tenure was a critical one, mostly for the launch of the Lexus brand and the establishment of many of Toyota’s U.S. manufacturing facilities. Our condolences to the family. —Steven Cole Smith

Maserati wants its own new Countach or Daytona

Intake: Maserati is planning to launch one-offs and limited-run specials based on its MC20 and new GranTurismo. In an interview with TopGear.com, Maserati chief engineer Davide Danesin said the company wanted to go far beyond its Fuoriserie personalization program and would be willing to create completely individual machines to meet customer desires. He also mentioned the Ferrari Daytona SP3 and Lamborghini Countach LPI 800-4 as examples, which could see Maserati looking back through its archives to create future low-volume supercars.

Exhaust: If it works for Ferrari and Lamborghini it should work for Maserati, which has a longer history than both, dating back to 1914. While the new platforms mean we probably won’t see a reborn Birdcage, a modern take on the 3500GT built around the GranTurismo or Boomerang based on the MC20 would be amazing. What would you like to see? — Nik Berg

Hyundai to offer software upgrade to stop thieves

Intake: Hyundai and Kia have been the target of a rash of thefts lately, mostly due to online instructions posted on how to steal them, to the point where multiple insurance companies are declining coverage. As a result, Hyundai will offer a software upgrade to nearly 4 million U.S. vehicles in response to increasing thefts targeting vehicles without push-button ignitions and immobilizing anti-theft devices. Hyundai said it is “introducing a free anti-theft software upgrade to prevent the vehicles from starting during a method of theft popularized on TikTok and other social media channels.” Initially, the software upgrade will cover more than 1 million 2017–2020 Elantras, 2015–2019 Sonatas, and 2020–2021 Venues. All Hyundai vehicles produced since November 2021 are equipped with an engine immobilizer as standard equipment. Some 2011–2022 model-year vehicles without engine immobilizers cannot accommodate the software upgrade. For these customers, Hyundai is finalizing a program to reimburse them for their purchase of steering wheel locks.

Exhaust: It’s sad that social media has become so divisive, but that’s life in the 21st century. We expect a similar announcement from Kia. — SCS

Plug-in Hybrid Mercedes-Benz S-Class starts at $123,700

Intake: Pricing is out for the plug-in hybrid version of Mercedes’ flagship S-Class sedan. The 2024 Mercedes-Benz S 580e 4Matic will start at $123,700, including an $1150 destination charge. The S 580e pairs a 367-horsepower, 3.0-liter turbocharged inline-six gasoline engine with a 21.5-kWh battery and a 148-hp electric motor for a total system output of 510 hp and 533 lb-ft of torque. The large battery gives the S 580e enough juice to cruise up to 62 miles on just electrons, according to data from the WTLP test cycle. A 9.6 kW charger comes standard for at-home or public charging, but a 60 kW DC fast charger is available. With the latter, Mercedes says you can top-up your battery from 10 percent to 80 percent in just 20 minutes. Order books are open now; the first ones will arrive in U.S. dealerships before July.

Exhaust: Bentley is using plug-in hybrid versions of its luxury cars as a wading pool for hesitant customers who aren’t yet sold on the Big B’s forthcoming EVs. Mercedes already has the EQS, a fully-electric reimagining of the S-Class, which also happens to ring in cheaper than this plug-in. Color us curious about who picks a plug-in S-Class over a fully-fledged EV (a rather good one, too) or a vehicle completely free of electric propulsion. — Nathan Petroelje

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This (and every) Valentine’s Day, we take a moment to celebrate two becoming one. We buy cards, chocolates, and dozens of roses to mark the couplings which lead to a successful and long-lasting relationships.

In the car industry there’s plenty to cheer as well, as these ten happy manufacturer marriages prove.

Toyota and Subaru

Toyota and Subaru hooked up in 2008 in a marriage of convenience when the Japanese giant took a 16.5 percent share of its smaller rival. After a four-year honeymoon period, their first offspring was a set of terrific twins: the Toyota GT86 (née Scion FRS, for the U.S.) and the Subaru BRZ.

Toyota did most of the design and engineering work, but the cars’ character came from their shared Subaru flat-four motor. Just the right amount of power and just the right amount of grip made the BRZ/GT86 siblings a hoot to drive and drift. The first generation lasted nine years with a follow-up arriving in 2021 that’s every bit as entertaining … with yet another name change for the Toyota, to GR86.

Lotus and Chevrolet

Lotus has been married and divorced more times than Donald Trump, having formal relationships with General Motors, Bugatti’s Romano Artioli, Proton, and now Geely.

During its seven-year hitch to GM, Lotus Engineering was brought in to work on a number of GM group products including the Isuzu Piazza Turbo, the Vauxhall/Opel Lotus Carlton, the Dodge Spirit R/T, and the C4 Chevrolet Corvette ZR-1. For the “King of the Hill,” Lotus designed a 5.7-liter, 375-hp aluminum block, quad-cam, 32-valve V-8, and installed adjustable Bilstein suspension to live up to the “handling by Lotus” moniker.

Mercedes and AMG

The story of AMG actually began inside 1960s’ Mercedes-Benz when Hans Werner Aufrecht and Erhard Melcher worked together on the 300 SE racing engine. They left to form their own business Aufrecht Melcher Großaspach in 1967 and by 1971 were world famous after their “Red Pig” AMG Mercedes 300 SEL won the 24 Hours of Spa.

Alongside continued racing success Aufrecht and Melcher moved on to tuning Mercedes’ road cars, developing their own engines from 1984. In 1990 the quality of AMG’s engineering was recognized by Mercedes and the pair signed a cooperation contract. In 2005 AMG was acquired by Mercedes leading to the in-house skunkworks that we know so well, thanks to cars ranging from the C36 to the wild One.

AC and Shelby

When this small British sports-car maker and all-American racer hooked up, there were fireworks. Carroll Shelby identified the little AC Ace as a potential race winner if it could just pack a bit more of a punch and enlisted Ford for a motorsports ménage à trois.

The Shelby Cobra and its small-block V-8 would make history at Le Mans, Daytona, Monza, and the Nürburgring, to name but three of its famous victories. In the 60 years since it was conceived, the Cobra has continued to be built on both sides of the Atlantic in numerous iterations. A legend that lives on and on.

McLaren and BMW

The story of the McLaren F1 has been told many times over, but if it weren’t for the relationship forged between Gordon Murray and Paul Rosche at BMW, would this midengine beast have been such a spectacular success?

Murray had been looking to the Formula 1 team’s engine supplier Honda to provide a V-10 but the collaboration didn’t work out. BMW’s M Division came to the rescue with a bespoke, 6.1-liter, 620-hp V-12, quite possibly the best engine ever built by the German brand.

Mercedes and Porsche

In the early days of Mercedes’ romance with AMG, the company was also conducting a one-car stand with Porsche. The result of this dalliance was the 500E, a high-performance version of the W124 E-Class, which was hand-assembled by Porsche.

It was powered by a five-liter V-8 from the SL roadster, with uprated brakes to cope, and building it was anything but simple. Each one had to be shuttled the 20 miles between Mercedes at Sindelfingen and Porsche in Zuffenhausen. Mercedes provided a kit of parts to which Porsche added the car’s flared front fenders, then the 500Es would be back to Benz for painting, before taking a last trip to Porsche for final assembly. It was a complicated arrangement, but made for one of the most exciting sedans of the early ’90s.

Porsche and Audi

Porsche’s affair with Mercedes fizzled out when the last 500E was built, but few rebound relationships produce better results than the RS2, which Porsche built for Audi on the same production line.

Porsche started with the sensible B4 Avant—and went all-out on its 2.2-liter five-cylinder engine. In addition to a bigger turbo and intercooler, plus uprated injectors, Porsche upgraded the powertrain’s cooling and induction and exhaust systems to justify the “Powered by Porsche” cast on the engine’s cam cover. Porsche-branded Brembo brakes sat behind Porsche Cup alloy wheels and the interior was given a retrim with Recaro seats and white instrumentation. Quattro AWD empowered the RS2 to hit 62 mph in just 4.8 seconds—faster, indeed, than the pure-blooded Porsches of the day.

Fiat and Mazda

New Mazda Miatas don’t come along often, just once a decade since the car’s 1989 debut, in fact. Even though the Miata had just hit the million mark, the Japanese knew they’d need a partner to help fund the fourth generation (interally known as the ND), launched in 2014.

Enter an international marriage between Japan and Italy. At first it appeared that Alfa Romeo was being wooed to build a new Spider, but in the event it was Fiat that accepted Mazda’s offer and so its 124 would be built alongside the Miata in Hiroshima. Mazda stuck with revvy normally-aspirated engines, and styled the car around its sleek Kodo Soul of Motion design language. Fiat opted for a turbocharged motor and a more retro look, ensuring that the siblings had quite different characters.

Dodge and Lamborghini

Lamborghini and the Chrysler group had a six-year attachment after the Americans came to the Italians rescue in 1987. Chrysler money ensured that the Countach got a replacement in the form of the Diablo, but there were strings attached. Chrysler used its exotic partner’s name on ill-conceived concept cars like the Portofino sedan and the Bertone Genesis minivan, but one very good thing did come out of the affair: the Dodge Viper.

Chrysler commissioned Lamborghini to transform an iron-block V-10 truck motor into an engine fit for a sports car. Recast in aluminum, Lamborghini’s eight-liter version produced 400 horsepower, giving the Viper the bite it needed. In fairness, it wasn’t a completely one-sided relationship, as the Diablo was penned by Chrysler’s Tom Gale, who also designed the Viper.

Ford, Volvo, and Aston Martin

Aston Martin couldn’t say no when Ford made a very decent proposal to take over the British brand in 1987. Arguably the most successful offspring of their decade together was actually the result of a throuple with Volvo.

For the 2005 V8 Vantage Aston Martin needed higher-end touchpoints than the Blue Oval had in stock, but the recent addition of the Swedish brand to Ford’s Premium Auto Group meant items such as the key and pop-up infotainment system could be sourced from the now-shared parts catalog. A three-way marriage of convenience, you might say.

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Hennessey’s new supercharger kit boosts C8 Corvette to 708 hp

Intake: Texas tuner John Hennessey has released a supercharger package that boosts the Chevrolet Corvette C8 to levels that, he says, surpass the 2023 Chevrolet Corvette Z06. The C8 Corvette Stingray coupe is shipped with an LT2 6.2-liter V-8 engine that, in stock form, delivers 490 hp and 465 lb-ft of torque. To “unleash the untapped potential of the American small-block V-8,” Hennessey’s team fits a high-flow centrifugal supercharger, an air induction system with an air-to-water intercooler, and an optional enhanced cat-back exhaust. Completed with updated high-performance engine software, the “H700” pumps out 708 hp and 638 lb-ft—a 44 percent increase in horsepower and a 37 percent increase in torque over the factory rating. In terms of power output, Hennessey says the supercharged H700 Corvette C8 Stingray even outshines Chevrolet’s flagship C8 Z06, whose naturally-aspirated, 5.5-liter LT6 flat-plane crank V-8 engine produces 670 hp and 460 lb-ft of torque.

Exhaust: The complete Hennessey Supercharged H700 Corvette C8 Stingray upgrade package includes the supercharger, intercooler, engine tune, lightweight wheels, cat-back exhaust, and graphics priced at $49,950. Plus, of course, the car. A power-only package, with just the supercharger upgrade package and warranty, is offered for $34,950. Considering the price of a base C8 Corvette now rests at around $65,000, you’re looking at an all-in price of around $100,000. A base Z06 costs $106,395; which would you prefer?  — Steven Cole Smith

Nissan targets 2028 for EV with solid-state batteries

Intake: Nissan wants to produce electric vehicles with solid-state batteries by 2028, according to a new report from Autocar. The company is working on a pilot plant to produce the batteries by 2025 and intends to ramp up production by 2028 for the first application. Solid-state batteries will offer far superior energy density and much faster charging times, which should result in dramatically increased range and even less time spent charging while on the go. ‘We think we have something quite special and are in a group leading the [solid-state battery] technology,” said David Moss, Nissan’s senior vice-president of research and development in Europe while talking with Autocar.

Exhaust: Remember that bold convertible Nissan showed off a few days ago? Perhaps we’ll get one of those with a solid-state battery that promises 400-plus miles of range one day. The small electric pickup that Nissan is reportedly considering would also be a great candidate for the new battery tech. Nissan may be in a great position, but they’re not the only brand working on solid-state battery tech, as Car and Driver noted. Ford, BMW, Toyota, and a few others are also exploring what is widely considered to be the next big leap in battery technology—and those automakers might have it even earlier. — Nathan Petroelje

Ford has an engineering problem that’s crushing profitability, says CEO

Intake: Ford missed out on roughly $2 billion in profits last year, and CEO Jim Farley has been candid about the reasoning behind that. According to a report from Automotive News, Farley said that Ford currently has a glut of engineers relative to its competitors. “It takes us roughly 25 percent more engineers to do the same work statements as our competitors,” Farley said on Cars & Culture with Jason Stein, a Sirius XM radio show. The surplus personnel isn’t the only reason for missed profits, however; other avoidable expenses and supply chain issues also contributed to the scant bottom line. Farley has pledged to cut $2.5 billion in costs this year and said that job cuts are on the table, but he also told industry analysts that all options are on the table to help scrub costs out of the company, according to the Detroit Free Press.

Exhaust: Ford led the industry in total number of vehicles recalled in 2022, its second straight year atop a list that no automaker wants to rank high on. That Ford is apparently using 25 percent more engineers to make product decisions that still result in this many recalls is all the more troubling. Expect Ford to figure it out, but don’t expect it to be a swift or easy course correction. — Nathan Petroelje

Moto Morini gears up for U.S. return

Intake: Moto Morini, the storied Italian motorcycle maker, is in the process of recruiting dealers who would be ready to re-introduce the brand to America. Founded by Alfonso Morini back in 1937, the company first made its name with 125cc two- and four-stroke bikes, and by kick-starting the career of racing legend Giacomo Agostini. In the 1970s the company upsized with a range of  V-Twins, and the 350cc 3 1/2 gained a strong following. A decade later the business was in decline, however, and sold to Italian rival Cagiva. From there on it passed through several owners, and an early-2000s revival failed to take hold. Owned by China’s Zhongneng Vehicle Group since 2018, Moto Morini now offers two bikes: the classic naked Seiemmezzo (6 1/2) which comes in street and scrambler style, and the X-Cape adventurer. Both are powered by 61-hp, 650cc parallel twins and could be back on U.S. roads before the end of 2023.

Exhaust: “Moto Morini is ready to make an immediate and lasting impact in the American two-wheel market,” says the firm. Three decades after the name last appeared atop a dealership door in the U.S.A., it will be a big ask to get riders to consider Moto Morini as a serious Ducati alternative, but at least they seem to finally have the backing that will be required. — Nik Berg

New Mercedes-Benz eSprinter hints at electric vanlife of tomorrow

Intake: Mercedes-Benz has unveiled the new eSprinter, the first all-electric van that it will build for as many as 60 markets globally in the coming years. It’s the first electric Sprinter to reach American shores as well; Merc says it will arrive in the U.S. and Canada in the second half of 2023. Initially, it will be offered only in its largest configuration: a long wheelbase, high-roof cargo van that will fit the largest version of the Lithium/Iron Phosphate (LFP) battery on offer, a 113-kWh setup. Mercedes says that on a simulated WLTP test cycle, this configuration achieved a range of 248.5 miles and that on a simulated version of the WLTP city test program, it achieved 311 miles. You’ll be able to choose from two electric motors, the first good for 100 kW (134 hp) of peak output, the second good for 150 kW (201 hp) of peak power. Peak torque on both motors will be 295 lb-ft. The battery will be able to go from 10 percent to 80 percent full in just 42 minutes on a 115-kW DC fast charger, but you can also charge it using AC current at your home at a rate of up to 9.6 kW per hour. The new eSprinter will be produced in three locations: Charleston, South Carolina, Düsseldorf, Germany, and Ludwigsfelde, Germany.

Exhaust: While we’re just seeing the cargo van version right now, that impressive 488 cubic feet of space can easily be put to use by the enterprising folks that like to convert these boxes into rolling homes on wheels. Expect the all-electric vanlifers to be here before you know it. — Nathan Petroelje

Vinfast throttles back on U.S. plans

Intake: Vinfast, the Vietnamese auto manufacturer of electric SUVs that had big plans for the American market, appears to have dialed back. The company has cut 80 jobs in North America, including that of the chief financial officer, reports Bloomberg via Automotive News. Vinfast said the restructuring was aimed at “better serving customers in the region,” and that it has been working with local service providers to improve efficiency. “This also leads to the streamlining of our North American operations and there are certain departments affected by this,” the EV maker said in an email.

Exhaust: Maybe, but canning your CFO while you are planning an American IPO for the company, if indeed Vinfast still is, isn’t a confidence-inspiring move. They had planned to have nearly 1,000 Vinfast vehicles in the hands of consumers last November, but it has been delayed until late this month. – SCS

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Nissan unveils Max-Out EV convertible

Intake: As part of Nissan Futures, an event “showcasing how Nissan is shaping the future of sustainable mobility and innovative design” at its headquarters in Japan, the company has unveiled a concept model of its Max-Out EV convertible. The model was previously shown in virtual form as part of the Nissan Ambition 2030 event in November 2021. The Max-Out—which will be on display for the duration of the event—embodies “Nissan’s ambition to support greater access to both sustainable and innovative mobility.” No details were offered regarding the car.

Exhaust: The Max-Out may be a long shot for production, but the fact that Nissan went to the trouble of building a concept nearly 17 months after the virtual model was displayed gives us hope. There has to be a market for EV convertibles, and whoever does it first and best should be rewarded with a positive reception. — Steven Cole Smith

Mercedes plans drastic lineup reduction, wagons and coupes on chopping block

Intake: In a quest to move even higher upmarket and increase profitability, Mercedes-Benz is planning to drastically reduce its product lineup in the coming years, according to a new report from Car and Driver. Just 14 of 33 existing body styles across the U.S. and European lineups will endure. A few cuts of note: C-Class and E-Class convertibles and coupes will bow out sometime between 2023 and 2024, replaced by a pair of CLE-class two-doors that straddle the middle ground between the two lines. The bulbous coupe-like SUVs are also nearing their end. There are a handful of stylish all-electric cars coming, including a new SL, a new four-door coupe, and a new AMG GT coupe. Greater emphasis will be placed on the more profitable AMG and Maybach class cars, and Mercedes’ hyper-exclusive Mythos series will also see a handful of new models in the coming years. There’s talk of a 300SL Gullwing reincarnation, a four-door G-Class pickup, and even a new speedster based on the SL.

Exhaust: The beloved E-Class, which is the only line that we can get as a wagon here in the states as either the E63 AMG or the E 450 All Terrain, will debut its new generation later this year, but that will be the final generation, set to end production in 2030. It’s sad to see so many interesting models on the chopping block, but Mercedes’ lineup was perhaps too segmented, and trying to fill this many niches eats away at profitability. From a dollars-and-cents standpoint, this all makes sense. You’ll forgive us if we’re a bit saddened by the news, however. — Nathan Petroelje

Skoda’s big skid sets new world records

Intake: A Skoda crossover has entered the record books after drifting continuously for 4.568 miles across a frozen lake in Sweden. The Skoda Enyaq iV VRS SUV can now claim to have achieved “The Longest Continuous Vehicle Drift on Ice” and “The Longest Continuous Vehicle Drift on Ice (electric vehicle).” Watched over by a representative from Guinness World Records, British journalist Dickie Meaden was able to slide the Skoda for over 15 minutes, beating a previous record set in China in 2022 by Wang Dongjang in a Subaru WRX. The only modification made to the 300-hp electric record-setter was the fitting of studded winter tires, and over five days of sub-zero testing, more than 18 hours were spent drifting.

Exhaust: Skoda still has a long way to go to achieve the overall EV drift record of 26.2 miles set by a Porsche Taycan on a German skid pad in 2022, but it’s still quite an achievement. Evo’s Meaden and Skoda previously paired up in 2011 to set a Southern Californian Timing Association (SCTA) Land Speed Record for a 2.0-liter forced induction production car at 227.080 mph at Bonneville in an Octavia vRS sedan. How times have changed. — Nik Berg

Harley riding a wave to higher shares

Intake: Harley-Davidson reported higher-than-expected quarterly profit today, said Reuters. Shares in the company rose nine percent in pre-market trade after the results were released. Harley said it expects revenue to grow in 2023. The manufacturer has either beaten or met Wall Street earnings forecasts for the previous seven quarters, “benefiting from strong demand for leisure purchases despite high inflation dampening consumer confidence.”

Exhaust: Bike manufacturers have suffered from supply chain issues and chip shortages just like auto manufacturers, but it seems the Milwaukee-based Harley-Davidson is successfully riding the wave of consumer interest in outdoor recreational activities. — SCS

Radical upgrades its most popular model

Intake: Radical Motorsport, the U.K.’s largest race car manufacturer, has upgraded its popular SR10 to SR10 XXR specifications.  As a popular motorsports country club and track day car, Radical has sold over 100 SR10s since the model’s introduction in 2020, with United States-based customers making up 70 percent of all orders. The 425-hp turbocharged 2.3-liter engine by Radical Performance Engines remains, and new features include an LMP-inspired center fin, lightweight alloy wheels, and high-intensity front light clusters. For drivers looking for even more weight reduction, a new carbon splitter and diffuser package is available as an option.

Exhaust: Joe Anwyll, Radical Motorsport CEO, said: The SR10 is the “fastest-selling model in our history, and a favorite with U.S. customers in particular, so we’ve been working hard to cherry-pick the best XXR model line upgrades and adding them to our best-selling car.” — SCS

Kawasaki debuts ZX4-RR KRT, giving the U.S. small-displacement four-cylinders again

Intake: In an unexpected announcement, Kawasaki announced yesterday that it will be bringing the new ZX-4RR KRT to U.S. dealers. The heart of this little terror is a liquid-cooled, DOHC, 16-valve inline-four displacing 399cc. The bore and stroke of this new engine match the last 400cc inline-four Kawi sold back in 1990. Pricing has been announced at $9,699 and deliveries are expected to start this spring.

Exhaust: Kawasaki is really asking buyers to put their money where their mouth is by bringing the ZX-4RR KRT to the states, considering it sits just under the price point of the ZX-6R. Interestingly, some features that are missing from the ZX-6R, like a quick-shifter (something the riding community keeps asking for) appear on the ZX-4RR KRT as standard. Could this convince some buyers to downsize displacement in search of faster laps? It’s likely a tough sell, but we are happy to have the option and are excited to see and hear a modern 400cc inline-four on U.S. streets and tracks. — Kyle Smith

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Mazda shows off all-new CX-90 and its 340-hp inline-six engine

Intake: The 2024 CX-90 is Mazda’s first vehicle to use its all-new large platform that incorporates a longitudinal powertrain layout. Two powertrains are set for the North American market. A plug-in hybrid with a 2.5-liter four-cylinder and 17.8-kWh battery offers 323 horsepower and 369 lb-ft of torque on premium fuel. An available e-Skyactiv G 3.3-liter inline-six turbo engine provides 340 horsepower and 369 lb-ft of torque on premium fuel. This engine is paired with a mild hybrid system that places an electric motor between the engine and the eight-speed automatic so that low-speed driving can be handled solely by the electric motor.

Exhaust: We like the sharp, tailored look of the CX-90 and are glad to see a RWD-based crossover from a brand that is so focused on driving dynamics. Besides the rebirth of the rotary engine, this new inline-six is the most anticipated engine from Mazda in ages. With any luck, Mazda will be able to put this lovely powertrain into plenty of enthusiast-oriented vehicles in the future. —Brandan Gillogly

2024 Mercedes GLE adds plug-in hybrid model

Intake: Mercedes-Benz has revealed updates for the 2024 GLE and GLE Coupe, its mid-size luxury SUV. The biggest news is the arrival of a plug-in hybrid model, dubbed the GLE 400 e 4MATIC. It features a 134-hp electric motor that pairs with a 248-horsepower, 295 lb-ft 2.0-liter turbocharged four-cylinder engine for a combined system output of 381 hp and 479 lb-ft. There are two new packages available: on the top-trim GLE 580, you can get a package for off-roading, which will include some underbody armor and an additional 1.2 inches of lift from the air suspension. Across the GLE lineup, you can score a package for towing that can map out a route and take into consideration a pre-defined trailer to make sure that you won’t get stuck or break any weight laws. Styling tweaks include redesigned daytime running lights, extra bits of chrome to the front fascia, and two new wheel designs. Inside, the GLE gets the high-tech multi-spoke steering wheel from the S-class, added dashes of chrome on the air vents, and a few new colors for the interior leather. The 2024 GLE and GLE Coupe will arrive at U.S. dealerships later this year.

Exhaust: The towing package is a bit of a headscratcher; have you ever seen someone towing with one of those? The off-road package makes sense, because everything needs to go off-road right now—even the 911. — Nathan Petroelje

This electric Nissan is aiming to drive from Pole to Pole

Intake: A Nissan Ariya crossover could become the first electric vehicle to drive from the magnetic North Pole to the South Pole. The 17,000-mile journey has been four years in the planning and will take place in 14 countries over ten months. Starting in the very north of Canada, British husband and wife team Chris and Julie Ramsey will then make their way south through the U.S. into Central and South America, eventually running out of dry land in Tierra del Fuego, Argentina. From there the car will be loaded onto a ship for its final leg across the Antarctic ice fields. To cope with the highly-varied and super-tough terrain the Ariya has been modified by specialists Arctic Trucks with uprated suspension and 39-inch off-road tires, although the car’s electric powertrain remains standard. You can follow the adventure online here.

Exhaust: A regular Nissan Ariya has a driving range of up to 329 miles, but this adventurous version won’t be able to match that. As high-speed electric charging points aren’t exactly common along the route the Ramseys will be towing a special trailer with its own wind turbine and solar cells that can boost the battery. Good job they’re not in a hurry. — Nik Berg

GM invests $650M into Nevada Lithium mine

Intake: General Motors announced that it will take a $650 million equity position in Lithium Americas Corp. and work alongside the mining company to build out the Thacker Pass Lithium mine in Nevada, according to a report from Automotive News. That will make GM the largest stakeholder in Lithium Americas, with the automaker building a 10 percent stake. The mining company estimates that the Thacker Pass mine could produce enough lithium to help produce the batteries for as many as 1 million electric vehicles annually. GM says that it has the supply agreements to gather all of the raw battery materials needed to produce Ultium batteries for 1 million EVs in North America by 2025, and that this investment will help secure materials for 2026 and beyond. Production at the mine is expected to begin in the first half of 2026, and GM will have exclusive access to the first fruits of the mine, with the agreement also giving GM the right of first offer for the second phase.

Exhaust: There’s been a lot of noise around the raw materials required for the number of batteries that will need to be produced for automakers to hit these grandiose EV production targets and all-electric lineup forecasts that are planned for the coming years. Don’t be surprised if you hear more news about automakers pumping cash into raw material mining operations in the near future. — Nathan Petroelje

Hyundai Ioni6 6 EPA-rated at a range of 361 miles

Intake: The electric 2023 Hyundai Ioniq 6 has completed final EPA testing with the Ioniq 6 SE Long Range in rear-wheel-drive trim receiving an EPA-estimated range of 361 miles. EPA testing also confirmed a 140 combined MPGe rating for the same model. That matches two Lucid Air models that are at the top of Fueleconomy.gov’s 2023 Top Ten Vehicles list. The Ioniq 6 SE Long Range in all-wheel-drive trim was rated as having a 316-mile range. The model goes on sale this spring.

Exhaust: That 361-mile range is remarkable, considering the fact that the 2023 Ioniq 5 is rated at a still-impressive maximum range of 303 miles. “Continually improving the efficiency of our vehicles is always a top priority for our development teams,” said Olabisi Boyle, vice president of product planning and mobility strategy at Hyundai Motor North America. “Instead of just adding a larger battery to increase the range, we chose to optimize Ioniq 6’s aerodynamic performance and its Electric-Global Modular Platform for efficiency to produce these long driving ranges.” — Steven Cole Smith

NHTSA investigating Kia Telluride headlight issue

Intake: The National Highway Traffic Safety Administration has begun an investigation into nearly 87,000 Kia Telluride SUVs from the 2020 model year regarding the failure of high beam headlights, reports Automotive News. NHTSA’s Office of Defects Investigation said it has received 23 complaints alleging a complete loss of high beams. Some of the complaints reported that replacement of the headlight unit was required.

Exhaust: So far, no accidents have been reported due to a high beam headlight issue, according to NHTSA, which said, “Failure of the high-beam exterior light system results in reduced visibility for the vehicle operator” and may lead to an increased risk of a crash. Kia did not immediately respond to Automotive News’ request for comment. — SCS

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Sometimes you have to know when not to be a road tester. When you should leave your mental checklist at the door and just be a car enthusiast. You need to remember that as important as objectivity is, occasionally the subjective can be enough. It’s ok for heart to rule head. The SLR HDK is a case in point.

When the standard Mercedes-Benz SLR McLaren was launched in 2003, after the debut of the Vision SLR concept car in 1999, there was a lot of head scratching among the press. For a start, there were conceptual hurdles to overcome, because with McLaren and, more specifically, Gordon Murray involved everyone had expectations about how this might follow in the lightweight tire tracks of the F1 supercar. As a result, a 1600-kg (3527-pound) car with a supercharged engine and power assistance for almost everything came as something of a shock. The SLR was not the rival for Porsche’s Carrera GT for which I think most were hoping.

Even if you were able to look past this, the way that the car drove was … interesting. The brakes, for example, appeared to have no progression at all and the chassis felt like the front and rear were speaking different languages. Not great when you’re trying to deploy 617 bhp and 575 lb-ft through the rear wheels, and thread a near-two-meter wide car along a road.

Aesthetically it was a striking machine, but the proportions meant that junctions could be tricky, to say the least. Never has the phrase “nosing out into traffic” been more appropriate. And although the exterior had a wild theatricality to it, the interior was a curiously humdrum hodgepodge of Mercedes parts bin switchgear. It was like a penthouse furnished with Ikea Billy bookcases.

As a road tester given a few hours with an SLR at its launch, I can see how it was probably not much more than a three-star car. So, why is it looked upon with so much affection by owners today? Enough affection for a dozen of them to get on board with McLaren Special Operations for a crazy project like the HDK (and you can be sure that most, if not all of the owners will be adding the new kit to an existing SLR in their collection).

The HDK, which stands for High Downforce Kit, is effectively an evolution of the SLR performed by the team at McLaren Special Operations. With input from those SLR owners, it sets out to pay homage to the 722 GT, a prototype SLR racing car that never raced. We’ll come to the various changes in a moment, but what you should know is the package costs a not inconsiderable £280,000—about $346,000, or as much as an SLR—which tells you a lot about where owners of SLRs find themselves in life, and how they treasure the supercar enough to continue to refine it almost two decades on.

After a few days and many hundreds of miles driving an SLR HDK, I get it. This is a car that is very easy to love when you accept what it isn’t and enjoy what it is. For a start, there is the soundtrack. The glorious V-8 gargle has always been a highlight of the SLR thanks to its crazy side-exit exhausts that vent somewhere near the soles of your feet and gently vibrate your legs’ marrow from bottom to top. This is particularly the case in the HDK, which swaps two exhaust tips per side for big single, slashed pipes. The standard car’s huge silencers that weigh 15 kg (33 pounds) each have also been replaced by lighter, freer-breathing items. Add in a dash of supercharger whine every time you crack the throttle and you have a fabulously characterful aural recipe.

Some 20 years on, the interior has aged surprisingly well, too. With the new carbon transmission tunnel and the full carbon rear deck behind the seats, MSO has added a welcome amount of freshness to the overall ambience. Reclined in the fixed-back seats—trimmed, in this car, with some mustard corduroy that looks freshly culled from the scene of a pheasant shoot—it’s easy to find a decent driving position as well. And that starter button hidden under a flip-up cover on the gear selector never gets old.

Speaking of which, the gearbox is a less obvious source of delight. You can try to use the paddles on the back of the steering wheel but you’ll give up quickly, leaving the HDK’s jaunty shift lights permanently unlit. The five-speed automatic is just so slow to respond that it’s not worth the trouble. Better to leave it to juggle ratios itself and rely on the huge reserves of torque to dig you out of any holes.

But despite this, the gearbox is, curiously, crucial to the SLR’s appeal. Its very aloofness makes the car feel relatively undemanding and therefore surprisingly usable. With just two pedals and no paddles to worry about, there isn’t too much to concentrate on. The proportions of the proboscis require some thought and the brakes (despite the best efforts of MSO) still need care, but otherwise it’s quite stress-free.

So, you have the drama of a supercar but less of the angst. And as a car in a collection, I can absolutely see why owners might grab the keys to their SLR on a more regular basis than other, five-star supercars. Still interesting, still some thought required, still raises a smile, but not so much pressure. The value probably isn’t even too concerning for most of the people that own one. Even if you’ve spent £280,000 on a conversion, I suspect most would probably rather leave an HDK on the street than a Porsche Carrera GT.

Not that this HDK version wouldn’t attract attention. In Dinoco blue, with hand-painted numbers (each one is really quite different when you start looking) it definitely has even more of the Instagram wow factor than the standard car. And yes that is gold leaf—hand-turned with a piece of velvet to get the machined look.

The HDK letters first appeared on a handful of McLaren F1s. This SLR doesn’t actually have a huge amount of downforce by modern standards, but if you open the boot, you’ll see that the rear wing isn’t just for show because the struts go all the way through to the chassis, providing potentially the most over-engineered curry hooks along the way.

The main reason for the wing, however, is aesthetics because this HDK has been produced to pay tribute to an SLR called the 722 GT—a prototype race car that never raced. It was designed under Gordon Murray’s watchful eye and took all sorts of bits left over from ’97 F1 GTR race cars. Its purpose was to convince suits in Stuttgart that the SLR should go racing, which worked, although the race series came much later and the cars (built by RML) were never quite as spectacular as the original.

So the HDK is an homage. An exacting one at that, with a huge amount of meticulous work done by MSO to cut carbon and then graft on more, so that it looks as though it was always thus. To my eyes, the end result improves on the original SLR shape. The extra 60 mm of width give a more muscular stance, but the new sills somehow reduce the visual weight of the car at the same time.

Power is up by an insignificant 10 bhp, thanks purely to the better breathing through the exhausts,  and torque remains the same, but it doesn’t exactly feel like more is required. The suspension takes all the tricks that MSO learned with earlier special editions but also adds some compromise. For example, although it is three seconds faster around the McLaren test track, it could have been four seconds faster, but that would have involved softening the ride and reducing some of the race car feel. And given that this is a car that is fundamentally about character, not competition, concessions were made in the final spec of the KW dampers to keep it feeling more like a race-track refugee.

But although it is firmer and flatter and a little more raucous than the original SLR, it also rounds off the edges just enough to retain that crucial sense of being a Super GT. It tramlines and it feels very connected to the road, but I found I could easily do hours at a time behind the wheel, draining the twin fuel tanks. When you find a good piece of road, the HDK won’t reward like the best drivers cars, but you’ll certainly find it holds your attention. MSO has tamed some of the handling, but push hard and you’ll find that the SLR HDK can intimidate with the best. Those brakes still require real thought, too, and the rear reacts with … but there I go being all road-testery again.

All you really need to know is that the HDK is a supercar that makes you smile, from the moment you see it to the moment the bombastic exhaust note dies away. As someone described it to me, it’s like a daft family Labrador. Not likely to win any agility or obedience prizes, but deeply lovable.

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Buoyed by its success on the 1977 London-Sydney Marathon, when a 280E driven by Andrew Cowan, Colin Malkin, and Mike Broad won the grueling 19,000-mile endurance rally, Mercedes-Benz turned to an unlikely car for its next challenge. Erich Waxenberger, the engineer who headed the factory team, had every reason to feel confident; four 280E saloons finished first, second, sixth, and eighth in Australia.

Unveiled at the 1971 Paris Motor Show, the Mercedes-Benz SLC with its coupe configuration was identical to the R107-generation SL roadster from the front end to the windscreen, but both longer and taller. The additional 14 inches of length allowed Mercedes-Benz to fit a pair of seats in the back, while the increased rigidity made the SLC more stable than the topless SL. The changes improved the platform’s credentials for motorsport, but the SLC was not the first car you’d turn to for racing on the world’s unpaved roads, especially when you consider its three-speed automatic transmission.

Waxenberger begged to differ. He sent four 450 SLC 5.0s and a pair of 280Es into battle on the 1978 Vuelta à la América del Sud rally. After nearly 18,000 miles of driving on some of South America’s most grueling roads, Cowan and Malkin were crowned winners again, this time in a 450 SLC. The other Mercedes-Benz works cars finished second, third, fourth (with Timo Mäkinen and Jean Todt onboard), sixth, and ninth, with a non-works 280E coming home in tenth position.

Further success followed on the 1979 Rallye Bandama Côte d’Ivoire, with a 450 SLC driven by Hannu Mikkola finishing top of the podium and Mercedes-Benz occupying the first four places. As Martin Buckley points out in his profile of the least likely rally car, the one-two-three-four “has to be set in the context of the unheard-of resources the Germans threw at the event: 500 spare tires and 35 support vehicles, including planes and even helicopters.”

Cowan spoke about the resources on the 1980 Rally of New Zealand, saying: “At one point we got stones between the rear wheels and the discs, and they just wiped the brake calipers off. With no brakes and an automatic transmission, that car was not easy to drive. We radioed up and Waxenberger told us to keep going. We got off the stage and drove slowly—when to our amazement, we saw this helicopter ahead of us, and beneath it hung a complete rear suspension— differential, shafts, brakes, wishbones and sub-frame. They landed and in 20 minutes we were off again with the car like new.”

By then, the 450 SLC had evolved into the 500 SLC, with the output of the M117 5.0-liter V-8 increased from 237 to 324 hp and the fitment of a four-speed auto. Mercedes-Benz finished a creditable fourth out of 16 manufacturers in the championship, including an impressive one-two on the 1980 Rallye Bandama Côte d’Ivoire. There were plans to replace the SLC with a 500 SL, with Mercedes-Benz recruiting Walter Röhrl for the 1981 season, but this came to nothing.

Which leaves the 450/500 SLC to cement its reputation as one of the world’s best endurance rally cars. The caveats are the considerable backing from Mercedes-Benz and the car’s less-than-stellar performances on shorter rallies, but the SLC’s robustness and ability to withstand significant punishment should not be underestimated.

Just seven of the 19 SLCs built for rallying were badged 450 SLC 5.0, so opportunities to experience this unlikely slice of Mercedes-Benz motorsport history don’t come along that often. This probably explains why RM Sotheby’s reckons the 1979 “Rallyewagen” you see here could fetch over $1,000,000 when it goes under the hammer in February.

Chassis number 846 was completed in September 1979 and fitted with a special-development engine and supplementary cooling systems for the oil and coolant, along with a radiator that served as a grille to protect the power-steering system from debris. Making its debut in 1979, it finished second in the Ivory Coast before securing a third place on the 1980 Marlboro Safari Rally in Kenya.

Having served as a training car in Argentina, it was sold to a Belgian enthusiast who kept the car until 1984. It changed hands a couple of times before arriving with the consigning owner in 1990, returning to its original Rallye Bandama livery. With a pre-auction estimate of €800,000 to €1,100,000 ($864,800 to $1,189,210), you’ll have to dig deep if you fancy owning the first V-8-engined, automatic-transmission car to win a World Rally Championship event.

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Via Hagerty UK

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As Hagerty’s staff observes Martin Luther King Day this Monday, The Manifold will go on a brief hiatus. We’ll be back on Tuesday with all the car news you need to know. —Ed.

Is this the new Aston Martin DB12?

Intake: Aston Martin unveiled the DB11 in 2016 as a successor for the DB9. It was the company’s first model launched under the Daimler AG ownership and was an instant success; during its official launch at the Geneva Motor Show over 1,400 units were ordered on the spot. However, the car faded over the years, and now after six years of production, Aston Martin is preparing to replace it. Spy photographers caught a prototype of the DB11 successor—probably called DB12—out on the streets for some initial testing.  Initial rumors suggested this will be the company’s first fully electric model, but in early 2022 Tobias Moers, Aston Martin CEO, said that the V-12 is not going anywhere and will still be used until 2026 or 2027. With the DB11 successor set to arrive sometime in 2024 or 2025, it is safe to assume it will also be offered with a V-12 engine. The car’s appearance at a gas station and the thick tailpipes underline just that. We’re guessing it could be between 600 and 700 horsepower.

Exhaust: The exterior design appears to be a slight evolution of the current DB11 and seems to be inspired by the latest Vantage, with elements taken from the Valhalla concept. Initial rumors suggested that the DB11 successor should arrive sometime in 2025. But as Aston Martin has apparently decided to keep the V-12 engine instead of an electric powertrain, we might see the new DB12 arriving sometime in early 2024. — Steven Cole Smith

Motul builds Dakar tribute Jeep Wagoneer

Intake: Motul celebrated its fifth year as the official lubricant partner of the Dakar Rally by building a 2022 Jeep Wagoneer Series I Carbide 4X4 with a 5.7-liter eTorque Hemi. It rides on 18×8.5-inch Black Rhino wheels and 35-inch BFGoodrich All-Terrain T/A KO2 tires thanks to a 3.5-inch ReadyLIFT suspension kit meant for a Ram 1500 modified and installed by Rad Rides of Huntington Beach, California, who used custom-fabricated two-inch spacers to get the proper lift in the rear. The vinyl wrap makes it look rally-ready and protects the paint from getting pinstriped by trailside brush. If you’d like to see the custom Wagoneer in person, which will be further outfitted with a rooftop tent and other gear, it will be at the BFGoodrich Tires Mint 400, Overland Expo West, Overland Expo Mountain West, and the eBay Motors Sand Sports Super Show.

Exhaust: A five-year sponsorship is a strange milestone to celebrate, but we admit that the mildly customized Wagoneer looks pretty darn good on 35-inch tires. What we found most interesting about this build is how great the Wagoneer looks with just a mild lift and that the front suspension parts can be pirated from a Ram 1500 lift kit. Perhaps Wagoneer product planners will take notice and begin cooking up an off-road-oriented version of the big body-on-frame SUV? — Brandan Gillogly

You can’t unsee the ugliest Urus ever made

Intake: Searing its hideousness onto your retinas is the latest automotive abomination from German tuning firm Mansory. Called the Venatus Coupe Evo C, it began as a Lamborghini Urus, and, after surgery that makes Dr. Frankenstein look skilled, a motoring monstrosity was born. Overcome the initial horror of its frighteningly flared arches, unnecessary air scoops, wings, and hulking hood and you might notice that it’s lost two doors in the “design” process. Mansory has managed to move the B-pillar back almost eight inches and extended the front doors by the same amount.  The entire front of the car is a mess of slats and vents to feed cooling air to the 900-hp V-8 engine. The only good news is that should you be unfortunate enough to see one of the eight examples being made for the road, you probably won’t have to look at it for long as Mansory claims it will accelerate from 0–62 mph in 2.9 seconds and go on to 200 mph.

Exhaust: The Lamborghini Urus is not subtle at the best of times, Mansory appears to have imagined the car at its worst and then thought, “Yep we’ll build that.” Astonishingly, the German firm claims that the Venatus Coupe Evo C took a year and a half to create and was built at the specific request of customers. We can only hope that none of them live in the U.S.A. because coming across this beast in the wild would be horrific. — Nik Berg (Editor’s note: Don’t hold back, Nik.)

Mercedes will drop EQ branding for EVs

Intake: Mercedes-Benz is set to drop the EQ product brand for battery-electric cars as soon as the next generation of compacts arrives, set to be on the market by the end of 2024, German daily Handelsblatt said on Thursday, citing company sources. Reuters reported that the decision is based on Chief Executive Ola Kaellenius’ focus on electric-only cars, making the EQ brand redundant as Mercedes turns away from the combustion engine.

Exhaust: Mercedes presently brands its all-electric model series under the EQ name, first announced in 2016, with its first model, the EQC electric SUV, launched in 2019. Mercedes currently has four models marketed in the U.S. as EQs. — SCS

NASCAR’s Harvick will bid farewell in 2023

Intake: Veteran NASCAR Cup driver Kevin Harvick says he’ll hang up his helmet after the 2023 season, which begins in February with the Daytona 500. It’ll be his 23rd year as a NASCAR Cup Series driver. The 47-year-old racer will retire after the season finale on November 5 at Phoenix Raceway. Harvick begins his last season in NASCAR’s premier division tied for ninth on the Cup Series’ all-time win list with 60 point-paying victories. He is only 99 laps shy of leading 16,000 laps in his career—one of only 11 drivers in the history of the sport to do so—and the Bakersfield, California-native is slated to make his 800th career Cup Series start April 23 at Talladega (Ala.) Superspeedway.

Exhaust: After a couple of rough years, Harvick hopes to go out on top. “There is absolutely nothing else in the world that I enjoy doing more than going to the racetrack, and I’m genuinely looking forward to this season,” said the driver of the No. 4 Ford Mustang for Stewart-Haas Racing. “But as I’ve gone through the years, I knew there would come a day where I had to make a decision. When would it be time to step away from the car? It’s definitely been hard to understand when that right moment is because we’ve been so fortunate to run well. But sometimes there are just other things going on that become more important and, for me, that time has come.” — SCS

NTSB Chair worried about heavy electric vehicles

Intake: U.S. National Transportation Safety Board Chair Jennifer Homendy raised concerns about the “increased risk of severe injury and death from heavier electric vehicles on U.S. roads,” Reuters reported. She mentioned the GMC Hummer EV which weighs over 9,000 pounds, and the Ford F-150 Lightning EV, which is between 2,000 and 3,000 pounds heavier than the non-electric version. The heavier weight “has a significant impact on safety for all road users,” she said Wednesday in a speech. “We have to be careful that we aren’t also creating unintended consequences: more death on our roads.”​

Intake: She’s right, of course, heavy vehicles tend to cause more damage. But her administration wants electric vehicles, and batteries are heavy. Hopefully, this isn’t the first time she’s heard of that. —SCS

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It takes a few beats for me to realize the farmer is not, in fact, angry that we’re blocking one of his access roads. Quite the opposite in fact.

We’re definitely in his way, even though I’ve parked the 450 SEL as far to one side as possible in the wide junction to allow his clattering old tractor to pass unhindered. But as I get closer, with my best “we’ll be moving soon” body language on standby, I realize that he’s actually trying to offer compliments on the large, dark blue saloon.

Five decades on from launch, the W116-generation Mercedes-Benz S-Class still has gravitas. Especially for sun-wizened grape farmers within a stone’s throw of Stuttgart.

The idea of an S-Class was not entirely new when the W116 debuted in 1972. There were big Mercedes Sonderklasse (“special class”) saloons before it, a lineage beginning with the W180 “Ponton” of 1954. The Ponton was a grand and somewhat upright model named for its unbroken unibody styling, after decades of cycle wings and running boards, followed by the “Adenauer” W189 in 1957.

This time the name informally evoked the first Chancellor of Germany, Konrad Adenauer, who was rarely photographed without one iteration or another of W189 in the background. Two generations of “Fintail” (W111 and W112) followed—neither of whose should need its nickname explained—while finally, between 1965 and 1972, came the W108 and W109 strich achts or “stroke eights.”

But by the end of the 1960s, the strich acht was due a successor, and while the W116 S-Class that replaced it had no catchy nickname, it did have a very clear brief: Take the luxury model in a new direction for design, driveability, and, as was becoming ever more important at the time, safety.

Mercedes implemented an entirely new suspension system, with a control-arm setup at the front (lower wishbones with single upper links connected to an antiroll bar), using lessons learned from the C111 development vehicles. Zero-offset steering geometry—good for stability, but something that can increase steering effort—was justified on the grounds that all models would use assisted steering anyway.

Mercedes’ swing axles were safer than most rear suspension designs of the period, but for the W116, they finally made way for semi-trailing arms. Conventional springs suspended most models, but the 450 SEL 6.9 traded that for hydropneumatic suspension. Autocar’s technical report in 1972 commented that the company made little fanfare about noise-suppression measures compared to its predecessor—but also noted that Mercedes’ improvements in structural design and attention to detail meant that mitigating measures like fat rubber bushes were no longer necessary to isolate vibrations.

The new cabin was as padded as the Michelin man, with squeezable surfaces everywhere from the screen pillars to the wheel, the dashboard to the sun visors. Mirrors featured anti-dazzle settings, rear doors were equipped with child locks, and door handles were flush-fitted, to avoid the risk of contact in an accident. If any of this sounds routine now, it wasn’t fifty years ago.

The range included inline-six and V-8 power units, varying from the 160-horse 280S to first 350 and then later 450 SEs, the latter good for 222 hp and 278 lb-ft from its 4520-cc overhead-cam V8. Top of the tree, though, arrived in 1975, with the mighty 6.9-liter.

Still badged 450, with “SEL” denoting a longer wheelbase, the 6.9 was derived from Mercedes’ 6.3-liter V-8, each cylinder bored from 103 to 107 mm but retaining a short, 95 mm stroke. High revs weren’t the aim here, though; the red paint on the tachometer started at only 5200 rpm, and the 6.9 made a 282 hp maximum at a relaxed 4250 rpm. Geared for 140 mph, it could also bludgeon past 60 mph in only 7.2 seconds. A handy 405 lb-ft of torque rendered the 4800-pound 6.9 mostly unhampered by its own mass.

As the farmer will try and convey in a short while, the W116 has magnificent presence. Friedrich Geiger’s shape took cues from the earlier Mercedes saloons penned by Paul Bracq, but like the R107-chassis SL and C107-chassis SLC that debuted a year earlier, and the W123-generation E-Class that followed later in the 1970s, stacked headlights made way for horizontal lamps, a motif echoed in the ribbed tail lights (designed to reduce dirt accumulation), and in several horizontal character lines breaking up the side profile.

It’s large but not overwhelmingly so, even in this long-wheelbase form. Even for its grandest models, Mercedes operated on the basis that its cars should be no larger than necessary to meet their packaging needs, and dedicated little space to unnecessary styling flourishes or ornamentation.

Conventional W116s stretched to 195 inches, with 3.9 inches added to the wheelbase for SELs. American versions were the longest of all, but only on account of impact bumpers vast enough to serve as an emergency landing strip for small aircraft. They added nearly a foot.

That safety-first cabin might be awash with plastic, but there’s nothing synthetic about the experience of opening and closing the doors. The action of the button and feel of the handle are unparalleled, and as you close the door, there’s something primally satisfying about the combined whump of the door closing—with no reverb or vibration to imply anything close to tinniness—and the clack of the door striker, which could probably be used to connect train cars.

Hard-wearing cloth covers the front seats and rear bench. The front pews are wide and flat but still promise total comfort, and have that key characteristic of all the best seats, in that they don’t need much messing with to find the perfect position. The dashboard is an object lesson in everything you need and nothing you don’t; large, clear controls, grouped sensibly, and with wear rates to even minor switchgear that you could measure on a geological timescale.

The dials, too, are perfectly clear, but one number in particular stands out in this 1977 car: 647,800. It’s the odometer reading, in kilometers, and it’s showing the equivalent of more than 400,000 miles. Peter Becker, from Mercedes-Benz Classic Communications, explains that the car was formerly part of an industry association fleet and was meticulously maintained both then and since Mercedes itself adopted the car. There is no better advertisement for both building a car properly to start with, and then maintaining it correctly; if I’d peered inside and the odo had been reading a hundredth of that figure, I’d have been no more surprised.

As the car warms up, Becker leaves me with a warning to be careful out of junctions. The 6.9 liter-engine paired with its limited-slip differential is more than enough to trouble the efforts of 215-section tires with a balloon-like profile over 14-inch wheels. And sure enough, at the first brisk getaway—to avoid losing the photography car in traffic—there’s a screeeee from somewhere aft. Even so, all feels so calm from the driver’s seat that the noise could have been from a different car entirely.

Winding through urban areas the main sensation is one of more space to move than expected; the SEL might be more than 16 feet long, but at over six feet wide, it’s slimmer of beam than modern equivalents, and doesn’t require a sharp intake of breath every time the road tightens.

The heavy throttle needs firm pressure to get the desired result, leading to those occasional sporty getaways when you misjudge it, but the S-Class creeps easily through traffic and hangs on the coattails of modern traffic without getting flustered. The steering is also easy-going—it’s not fingerlight, but requires little conscious effort to direct.

The 6.9 has a rich character but is naturally muted for this purpose. AMG-style fire and brimstone is absent. In their place, a kind of reassuring rumble, which does build in intensity with a piledriver-like intake noise towards the redline. Still, it’s never enough to disturb conversational volume. Or, in my case, the German pop music emanating from that wonderful, period Becker Mexico stereo.

Ask for small throttle openings and the 6.9 surges proportionally forward. Demand more, and the pauses get larger, as the torque converter spins up and occasionally allows a lower gear for even more acceleration. Never with a thump; if the noise is judged to allow deals to be brokered uninterrupted, then acceleration and gear changes are metered out to avoid spilling the champagne toasting a successful business venture.

Titans of industry might need to hold on tighter in the corners. A good chauffeur will always try and keep the vehicle right and level, but present a motoring journalist with a couple of closely stacked and perfectly-surfaced S-curves and the temptation is often too great.

In deference to age, mileage, and value I abstain from true silliness, but like a charging sumo wrestler, the S-Class has moves unexpected for its size. Much like the later W201 190E we drove in 2021, the W116 seems to shrug off its straight-line softness as soon as there’s a corner in sight. The nose goes where you put it, and while the photos betray high roll angles, the chassis still feels like it has grip to spare.

Gearbox in sport setting for the best response, you need maybe only half throttle on the exit of a tight turn for those 400 pound-feet of torque to overcome the rear tires. Losing traction sounds more dramatic than it feels, requiring just a small lift for the rubber to hook back up. Around faster corners, the car shows genuine balance too, moving with all four corners rather than leaning hard on the front and unloading the rear, as the chassis does in slower turns.

The stopping system is more than suited to harnessing two tonnes of German steel. A driver deft of foot can pull off wonderfully smooth “limousine stops” in normal driving, but despite tiny discs crammed into those 14-inch wheels, the brakes don’t protest at more frequent, more insistent prods when winding up and down hill for photographs.

If there’s one surprise, it’s that the ride can sometimes feel a little sudden. The fact that this is notable only sometimes is characteristic to hydropneumatic setups, which lull you into a false sense of security with feathery softness before making hard work of certain types of bump. We didn’t have time to seek out any Autobahnen, but if the ride doesn’t settle down to perfection there at three-figure speeds (where those brakes should further reassure), you can brand me with a three-pointed star.

By now the cabin is getting warmer than the engine, and after adjusting a few knobs and levers, the air conditioning releases a wintry blast from the vents. The driving position has been comfortable all afternoon, and the S-Class eases back into cruising as happily as it had put up with being hustled around a few curves.

It’s tempting to dismiss modern advances when putting old in the context of new, but so many of a modern luxury car’s fundamentals are right there in the original W116 S-Class. Its 2022 equivalent is, of course, more comfortable still, quieter, more spacious, and easier to drive—but by smaller margins than you might expect.

Only in performance do modern limos significantly outpace their ancestors, particularly with the advent of electric propulsion, though I suspect all that means to the average chauffeur is that they use a smaller proportion of available power than ever before. Nobody keeps their job by launching their clients to 60 mph in the blink of an eye, whether the car can do it or not.

Offered the chance to do significant distance in a luxury car, I would only be compelled to choose new over old, assuming I was paying for it myself, by fuel efficiency. Mercedes reckoned on around 18 mpg for a touring figure, and as little as 12 mpg in normal use. Assuming this W116 has done 15 mpg over its 400,000-mile lifetime, it’s imbibed more than 26,600 gallons of unleaded over the last 45 years. Or about three and a half articulated fuel tankers’ worth.

The best part of five decades ago, and for a certain kind of client, fuel consumption would have been of little concern, of course. On modest trips, and for an enthusiast with reasonably deep pockets, the W116’s thirst may not matter today, either; the privilege of driving this luxury icon is as grand as it ever was.

The qualities of a luxury car are timeless. Mercedes had honed them before the car it called the S-Class came along, and it has refined them since. But it was the W116 S-Class, and the 450 SEL 6.9 especially, that defined them.

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Via Hagerty UK

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Spied: Electric G-Wagen undergoes chilly testing

Intake: Photographers have spotted Mercedes-Benz’s all-electric G-Class undergoing some winter testing in Northern Sweden. The new model—which will likely take the name EQG, in line with the EQ- designation on other pure-electric Mercedes models—is expected to make its public debut sometime next year. The electric G Wagen will utilize a modified version of the steel ladder frame that underpins the current G-Class, codenamed the W463. Mercedes has hinted that it will feature one electric motor for each wheel, although power figures are still a mystery. The prototype seen here features some ritzy camo that clearly hints at electric propulsion. Although the design doesn’t differ too much from the gas-powered models, we can see a more closed-up front grille and a muted rear bumper design. The swing gate-mounted spare tire is also absent here, although there’s no reason to believe that won’t make a return in the all-electric model on production versions.

Exhaust: The G-Class has endured in the modern era as a counter-cultural icon, staying resolutely boxy while everything else gets sleeker by the year. It may not be the biggest volume mover for Benz—although Mercedes-Benz USA sold 7,018 units in 2022, which is no small number for a high-margin brute like this—it may be the company’s most important EV yet. — Nathan Petroelje

Mazda’s 2023 MX-30 EV is pricey, puzzling

Intake: Mazda’s all-electric MX-30 is starting its second year in California dealerships with a starting price of $35,385, while the Premium Plus package that adds extra safety features like Blind Spot Assist and Front Cross Traffic Alert will bump the price up to $38,395. There’s still no hybrid option, and both versions are aimed at urban buyers as the 35.5 kWh lithium-ion battery will deliver a 100-mile range on a full charge.

Exhaust: The MX-30 is at a strange place in the market. Its “freestyle doors” make it less practical than the typical four-door, while its 100-mile range puts it at a disadvantage when compared to even less-expensive EVs like the Chevy Bolt. After a slow start in 2022 with only a few hundred sales, the MX-30 is still only available in California. We’ll have to see if Mazda can inject enough driving fun with the 144-hp FWD crossover to gain momentum, or if it will need an injection of rotary power to make buyers notice. — Brandan Gillogly

Oh, your Hummer crab walks? So does this Hyundai IONIQ 5

Intake: At the Consumer Electronics Show (CES) last week, Hyundai’s parts and service arm, a company called Hyundai Mobis, revealed a version of the brand’s Ioniq 5 EV with a neat trick: the ability to “crab walk.” The car features individual electric motors at each wheel, as well as individual brake-by-wire and steer-by-wire systems that enable the rolling stock at each corner to turn and revolve independently. Hyundai calls the tech “e-Corner” and the video above demonstrates the car folding all four wheels into a circle, enabling it to spin in place, as well as sliding sideways to make parallel parking a breeze. While GMC’s Hummer EV will put a form of this technology into production right from the get-go, we may see Hyundai attempt to scale this e-Corner tech into production versions of the Ioniq 5 in the coming years.

Exhaust: Neat as it is, this tech is not the first time that folks have attempted to use wheels to solve tricky maneuvering dilemmas. As this article from Jeff Peek shows, enterprising engineers were attempting to utilize wheels on different axis to make parking easier as far back as the 1930s! — Nathan Petroelje

Rivian short several executives and 700 trucks

Intake: There may be trouble at Rivian, says the Wall Street Journal: Several top executives have left the U.S. electric truck and SUV maker in recent months, as Rivian “exits a year in which it fell short of production targets.” The company “missed a critical milestone” in being unable to deliver its production target of 25,000 vehicles largely due to supply chain issues, the Journal says. Departures include Randy Frank, vice president of body and interior engineering, and Steve Gawronski, vice president in charge of parts purchasing.

Exhaust: Rivian fell 700 vehicles short of its production target, which frankly, doesn’t seem that bad. Rivian’s stock price is down 79 percent since its IPO in November of 2021, but while that sounds awful, one could argue that the drop is as large as it is because the stock was dramatically overvalued to start with. The company’s R1T pickup and R1S SUV are among the best electrics we’ve driven, but still, for every fledgling EV maker, the bugaboo always seems to be production targets.  If Rivian can stay the course, it should succeed. — Steven Cole Smith

This is the last-ever Renault Sport

Intake: Just unveiled at the Tokyo Auto Salon, the Renault Megane RS Ultime will be the final car from the French firm’s fast subbrand. From here on out, future racy Renaults will be badged Alpine, like the Formula 1 team. The last of the line model will be limited to 1976 units as a nod to the year that Renault Sport was founded. It’s based on the already-hot Megane Trophy but gains a more aggressive body kit with wider fenders and a central exit exhaust, plus a smattering of black graphics. Inside there are Recaro seats in Alcantara and there’s a choice of manual or EDC (Efficient Dual Clutch) manual transmissions. Power is from a 300-hp 1.8-liter turbo motor shared with the Alpine A110 sports car, the chassis is from the Megane Cup and there’s both rear-steer and a Torsen mechanical differential to aid agility.

Exhaust: Renaults of any kind haven’t been available in the U.S.A. since 1992, let alone Renault Sport models, so why should you care? Well, with the growing popularity of Formula 1, more and more Americans are becoming aware of Alpine. Renault Group boss Luca de Meo has hinted that Alpine could be introduced to America, especially as it switches to electric power for its next-generation sports car (under development with Lotus) and adds SUVs to its range. — Nik Berg

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“This car,” my three-year-old announced upon settling into her child seat, “is nice.”

I’m aware you don’t visit this fine automotive site to read the banal new-car impressions of a toddler. Yet “nice” is the perfect adjective for the latest C-Class. Moreover, it speaks to something profound about the luxury-car game in 2023.

The C-Class is Mercedes-Benz’s compact luxury sedan, which means it competes against the Audi A4 and BMW 3 series. The latter model enjoyed spectacular success and influence of 1990s and early 2000s, setting a sporty tone for this segment that endures today. This performance-priority mindset developed alongside other industry phenomena: depressingly thin profit margins and ruthless cost-cutting (which has banished truly premium materials from anything costing less than six figures), and—my favorite—automotive journalists who think at-the-limit handling behavior is the only relevant decider of a vehicle’s merit.

Whatever the reason, over the past 20-odd years, the widespread definition of a luxury car has narrowed to the point that every automaker with premium aspirations, from Cadillac to Kia to Volvo, has attempted to build a Bavarian-style sport sedan. Some have been great, but all too often, they’re not. More to the point, very few have been “nice” in a way that would be obvious to a child or anyone else who hadn’t been immersed in Yuppie culture, let alone twenty years of car magazine comparison tests.

That’s why the C-Class, which Mercedes launched as a new-generation model for 2022, is so refreshing. Voluptuous styling is a refreshing break from the ^­Angry Birds vibes of the latest 3-series and its groupies. As with the Benzes designed by Bruno Sacco in the ’80s and ’90s, it conveys gravitas with simplicity. The effect is that of a scaled-down S-Class, which makes sense; both ride on Mercedes’ modular rear-drive platform (MRA 2, in Benz-speak).

In the manner of most vehicles loaned to media, this C300 was loaded with optional equipment, including AMG multi-spoke wheels ($600) and the AMG Line with Night Package ($3050). No doubt, the no-money-down lease special edition of the car wouldn’t look quite as ritzy. Yet I suspect even then, without high-gloss black exterior elements, the basic proportions of the car would convey enough mass and elegance to distinguish itself from the smaller, dumpier CLA-Class.

This interior, meanwhile, offers up a riot of colors, materials, and shapes. On the dashboard, top-stitched leather meets wood meets aluminum and piano black trim, part of the same AMG Line with Night Package. Blue accent lighting emanates from every crevice, including the door pulls, which are themselves sculpted to look as if they’re floating. Even the climate-control vents are neat steampunk pieces, recessed in multiple layers of trim and lit from within. All that probably reads as over the top and garish. Trust me, it’s not. Think outgoing-generation C-Class, with even more sense of occasion.

As in the larger S-Class, a massive touchscreen is the cabin’s centerpiece, and in this setting it’s a letdown. It’s not just that the interface is occasionally fussy, although it is (as are the touch-sensitive controls on the steering wheel). Fifteen years on from the introduction of the first iPhone, touchscreens have lost their novelty. What’s left is a ubiquitous and exasperating aspect of twenty-first-century existence, from the headrests of coach airplane seats to the self-checkout line at the grocery store. As soon as the car shuts off and the backlight goes out, the driver is left to stare at a pile of their own oily finger smudges. Hardly luxurious. Mercedes is far from the only automaker to missed the mark in this regard, but the effect of the tech is notable here because the rest of the interior is so lush, so considered.

Although performance isn’t the point here, there’s plenty of it. A 255-hp, 2.0-liter turbo-four, familiar from the previous generation, is fortified by an integrated starter-generator that adds 20 horsepower and 148 lb-ft of torque in short bursts. Any left lane is yours for the taking. (For those who want more, there will again be C 43 and C 63 AMGs, although unlike in the past, they, too, will be powered by four cylinders.)

Adjustable drive modes dutifully stiffen the suspension, add heft to the steering, and quicken shifts. The AMG Line pack brings a sport tune for the suspension and steering, plus perforated front brake rotors, which lend athleticism but don’t interrupt the overall theme of easy-pace luxury. To wit, the car feels most cohesive in Comfort mode, steering wheel passing lightly between your fingers, dampers silently soaking up the worst Michigan road construction throws at them. Mind you, we are not talking about a 1990s Buick here: body motions, braking, and steering response all meet our very high modern standards. Yet there’s an overwhelming sense that the point of this competence is to comfort rather than enthuse.

With engineering attention going to EVs and profits coming from SUVs, sedans have become backwaters. The C-Class demonstrates how this predicament can present an opportunity. Freed from expectations, an everyday luxury sedan can just be, well, nice.

2022 Mercedes-Benz C 300 4MATIC Sedan

Price: $46,600 / $63,440 (base / as-tested)

Highs: Looks, feels, and drives like a slightly smaller S-Class.

Lows: Give us more buttons, please. Options stack up quickly.

Takeaway: In a segment full of Brand-X BMWs, the C-Class is more than ever a Mercedes-Benz.

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Ram’s Revolution electric truck will offer a gas-powered range extender

Intake: At a round table event during the Consumer Electronics Show (CES) in Las Vegas this week, Stellantis CEO Carlos Tavares confirmed that the forthcoming Ram Revolution electric pickup will offer a gas-powered range extender, according to Car and Driver. Rumors of the range extender surfaced as early as last February, when EVPulse sat down with Ram CEO Mike Koval Jr. and first heard about such a plan. Not every Ram Revolution will come with the extender, but it looks like it will be an option for those who may be concerned about their truck’s overall range or what will happen to that range if they try to tow anything of substance, which substantially reduces an electric truck’s range. Information on the range extender itself was scant, but don’t expect some big Hemi V-8 to be pressed into service here; we might be talking about an engine smaller than that used in any other Stellantis product so as not to impede the available space of the Revolution EV, like the trick pass-through that extends from the frunk all the way through the cabin out the back of the bed.

Exhaust: Ram hasn’t made available any details on torque, power, or range for its new EV, but the mere fact that it’s choosing to ponder a range extender lends credence to Ram’s claim that the Revolution will be “the leader in a combination of areas customers care about the most: range, towing, payload and charge time.” The Chevy Silverado EV, the GMC Hummer, Ford’s F-150 Lightning, and Rivian’s R1T all go without a range extender, so perhaps this is Ram’s idea of a unique selling proposition. — Nathan Petroelje

Mercedes to bankroll 10,000 chargers

Intake: Mercedes-Benz announced Thursday at the Consumer Electronics Show in Las Vegas that it plans to roll out a global network of 10,000 high-speed battery chargers powered by green energy. The rollout will begin this year in the U.S. and Canada and expand to Europe, China, and other major markets by the decade’s end, says Automotive News. Unlike Tesla’s network of more than 40,000 Superchargers, the Mercedes chargers will be open to other automakers’ vehicles “from the outset.” Mercedes-Benz CEO Ola Källenius said, “This is about adoption. “We want to give Mercedes customers around the world yet another reason to join us on the journey towards electrification.”

Exhaust: Mercedes plans to go all-electric by 2030 and investing in chargers seems like a smart way to spend money. Mercedes and MN8 Energy will invest about $1 billion in the North American network over the next six to seven years. “We believe this is a bankable asset,” Källenius said. “This is something that you will be able to monetize when you come out of the investment phase.” — Steven Cole Smith

Dodge “Last Call” performance festival will celebrate the end of the Hemi era

Intake: A “Last Call” event at Las Vegas Motor Speedway on March 20, 2023, will usher in the seventh and final of the brand’s “Last Call” commemorative models that signal an end of Hemi-powered muscle cars from Dodge. The Dodge Charger Daytona SRT Concept will be on hand to symbolize the passing of the torch from Hemi to EV power. “The Dodge ‘Last Call’ event will be a celebration of Dodge performance,” said Tim Kuniskis, Dodge brand’s chief executive officer. “While the ‘Last Call’ special-edition model we will reveal at Las Vegas and the electrified Dodge Charger Daytona SRT Concept represent different performance eras for our brand, both are linked by a commitment to delivering the Brotherhood of Muscle a vehicle that drives like a Dodge, looks like a Dodge and sounds like a Dodge. No matter the era, Dodge will always be about muscle, attitude, and performance, and that’s what this event will celebrate.”

Exhaust: The previous six “Last Call” models—the Dodge Challenger Shakedown, Dodge Charger Super Bee, Dodge Challenger and Charger Scat Pack Swinger, Dodge Charger King Daytona, and Dodge Challenger Black Ghost—have all been noteworthy and instant collectibles. The final car is bound to be something truly special, as Mopar has not let its muscle car fans down lately. We can’t even venture a guess as to what might be in store, as Mopar has resurrected most of the greatest muscle car trims and options this side of mod tops. — Brandan Gillogly

Heat belts could be the hottest in-car tech of 2023

Intake: Auto parts supplier ZF, which makes everything from transmissions to autonomous valet parking systems, has a new way to warm drivers and passengers of electric vehicles without sapping precious range. The Heat Belt, as the name suggests, is a heated seat belt with built-in conductive wires that can warm up to 104 degrees Fahrenheit. It’s been designed to be compatible with existing restraint systems, and, when used in combination with a heated seat and steering wheel, ZF claims it could improve EV winter range by up to 15 percent. Directly warming the body instead of the cabin air is more energy efficient and it would also encourage drivers to shed bulky winter coats, making for a better and safer seatbelt fit.

Exhaust: It’s not the first time the idea has been floated, with Mercedes-Benz showing a version in 2019, but the exponential rise in EVs now makes it all the more appealing. ZF doesn’t have any confirmed customers for the Heat Belt yet but says it would cost the same as adding heat to a steering wheel. For EV drivers in cold climes, it could be a game changer. — Nik Berg

More than 2000 motorcycles up for auction at Mecum’s upcoming Las Vegas sale

Intake: Even as Mecum Auctions’ Kissimmee event is underway in Florida with over 4000 vehicles, the Wisconsin-based company announced that it’s also hard at work readying a Las Vegas auction January 24–28 with more than 2000 motorcycles consigned. The auction will take place at South Point Hotel and Casino, and will feature a number of collections, perhaps most notably one from Mike Wolfe’s “As Found” inventory. Wolfe, of the TV show American Pickers, will be selling 70 barn-find cycles at Mecum’s 32nd annual Vintage & Antique Motorcycle Auction.

Exhaust: Also up for grabs: The BMW Centennial Selection from the Black Forest Collection, and Jim’s Forever Collection from Ohio-based Harley-Davidson dealer Jim Godwin. More information is available at Mecum.com. — SCS
 

The post Ram’s EV will offer gas range extender, Mercedes bets big on chargers, heated seat belts: so hot right now appeared first on Hagerty Media.

At 25 years old, the cars that America has been denied come of age. Under federal DOT rules, as soon as a model hits this milestone it can be privately imported, so with each new year come new gems for car fans looking for something a bit different to drive.

Here are 23 examples of foreign fun that will become legal in the U.S.A. in 2023.

Urban collective

For a city runabout with a small footprint the year 1998 has a curiosity of compact cars to consider. First comes the cute Honda Capa, born out of the Japanese automaker’s “Small is Smart” philosophy. A little too large to be a kei car, it came with a 1.5-liter motor and continuously variable transmission, and plenty of headroom thanks to its boxy design.

Over in Germany, Volkswagen’s Lupo might have got its name from the Latin for wolf, but really this three-door hatch was quite sheepish, unless you opted for the 1.6-liter GTi.

Back in Japan, the first-generation Nissan Cube was launched and couldn’t have been named more aptly. Based on the Micra platform it developed a cult following and the third generation, launched in 2009 even made it to the U.S.

However, by far the most popular city car of 1998 was the Tata Indica, the first car from India’s Tata Motors (which ten years later would buy Jaguar Land Rover). The basic runabout soon became the best-seller in its class and had sold a million units within ten years. It would be easy to find one, and it’s guaranteed you’ll never see another at the grocery store.

A family affair

If you’ve got people to move and you’re feeling especially brave, then 1998 has three options. The Fiat Multipla took its name from the wonderfully bizarre 600 Multipla of the mid-1950s and was no less unusual. Its sea-creature styling contained a 3×3 seating arrangement which made it a very spacious and practical wagon despite not being especially long. You could even remove the rear seats to turn it into a van. The 1.9-liter JTD diesel was the best version at the time, while a wide track meant it would tip into corners with enough enthusiasm to upset the family.

Russia’s optimistic answer was the Lada Nadezhda—an ungainly all-wheel drive MPV, which despite its name meaning “hope,” few people had enough to buy it.

Nissan’s Almera Tino, by contrast, did quite well, providing no-frills, cost-effective transport for families in Europe and Japan. Nissan even used Mr. Bean to advertise it, which presumably allowed Rowan Atkinson to buy another Aston Martin.

Slick sedans

The year 1998 brought a tidy selection of unobtainable sedans that could never grace U.S. soil … until 2023. Alfa Romeo was absent from America from 1995 to 2008 (when the 8C went across the pond), so the Alfa 166 was not sold Stateside. It carried over the charming 2.0-liter twin spark and 3.0-liter V-6 engines from the 164 it replaced, along with a 2.4-liter diesel. Top-of-the-line models received a lovely Momo leather interior, but it failed to sell in serious numbers.

The Rover 75 launched the same year, and its retro stylings appealed to patriotic Brits who were reminded of the glory of days gone by. The car’s 1.8-liter K-Series and K V-6 engines were excellent and the 75 drove well, but the car ultimately failed to save the firm.

Toyota, meanwhile, could do no wrong, despite offering up the Progrès which arguably cannibalized off other Toyota and Lexus models. Power was from a 2.5 or 3.0-liter V-6 and it featured the world’s first GPS-guided automatic transmission. (Since it was only sold in Japan, don’t expect that trick to be much use if you import one.)

Also in Japan, the mentalists at Mitsuoka got hold of Nissan’s perfectly sensible Primera, grafted a ridiculous retro nose onto it and called it the Ryoga. Mechanically it would be a sound enough buy, but aesthetically … that’s a whole different story. A matter of taste.

Plans hatch

1998 was a good year for fans of sporty little hatchbacks. Peugeot replaced its legendary 205 with the 206, which was more sophisticated, if a little less entertaining than its predecessor. The real fun from Peugeot came in the form of the second-generation 106 Rallye, however. Now powered by a 1.6-liter motor and stripped out to save weight and finesse handling.

Renault took a different approach with its RenaultSport Clio 172, opting to fit a two-liter 16v VVT engine into the little Clio and spawning a whole new series of hot hatches.

Malaysia’s Proton, having recently taken ownership of Lotus, decided to put the British sports car firm to work on its humdrum Satria to make the Satria GTi. Wearing “Handling by Lotus” tags and a sporty body kit it was far more than just badge engineering and genuinely quite a thrill to drive.

Rally-ready rockets

Mitsubishi’s annual updates to the Lancer Evolution were already in full swing and, for 1998, that meant the Evo V was the car of the moment. Chief among the enhancements over the earlier IV were a new bodykit with adjustable rear wing, a wider track, and some engine fettling to include a revised turbo and pistons, although the 276-hp remained the same due to rally rules.

Its rival, and undisputed champion, was the Subaru 22B. This wide-bodied two-door was built to celebrate Subaru’s 40th-anniversary and its third consecutive victory in the FIA World Rally Championship. 400 were made for Japan and sold out immediately, while a further 24 made it to export markets. One fetched $312,555 in 2021, making it the most expensive Subaru ever sold.

Track attackers

Britain’s Ascari was having some success in the British GT Championship when it decided that selling a road-going version of its FGT would be a good idea. Work began in 1998 on the Ecosse, a BMW V-8-powered, 420-hp supercar. Top speed was claimed to be in excess of 200 mph, but just 17 were built.

That’s mass production compared to the Mercedes CLK LM of which only one Strassenversion was ever made. A road-legal homologated version of the German company’s GT1 race car, which won every round of the 1998 FIA GT season but failed to finish at Le Mans, it was sold to a collector in Japan. Now residing somewhere in Europe, after achieving €2 million in 2016, you’d need very deep pockets to acquire it.

4×4 fun

Should you fancy the odd off-road excursion, what could be better than a 25-year-old odd off-roader nobody minds getting filthy? Kia has clearly come a long way from the days when it was selling a lightly re-purposed military vehicle called the Retona, with a two-liter diesel engine that meant it could barely get out of its own way.

The Lada Niva Travel was no better. Developed by Russia’s VAZ, it was supposed to replace the almost unstoppable Niva and was even sold as a Chevrolet for a while.

India had the Tata Safari 4×4, powered by a Peugeot diesel engine and with styling seemingly stolen from the Ford Maverick. Nonetheless it had a solid 12-year run. Our final off-road offering is actually worth considering.

The Mitsubishi Pajero Pinin, also known as the iO or Shogun Pinin, is a pretty stylish, compact 4×4 that got its name from the Pininfarina factory in Italy where it was assembled. Reliable, capable and with a dash of Italian flair, what’s not to like?

The post 23 funky foreigners you can import in 2023 appeared first on Hagerty Media.

Well, that’s it for 2022.

In the collector car market, there were plenty of events, lots of shows, drives, restorations, repairs, and driving fun.

There is one thing, however, that, at least in my opinion, remains the most important single collector-car event in recent history. In case you were hiding under a car for summer 2022, here is the way it (might have) happened.

* * *

The setting: A top-floor boardroom at Mercedes-Benz Group headquarters in Stuttgart-Untertürkheim, Germany

The event: The M-B Group Annual Meeting

The date: Sometime in 2020.

The players: Representatives for each of the M-B divisions, including AMG, Maybach, Mercedes-EQ, Mercedes me (yes, really), Mercedes-Benz Financial Service, Mercedes-Benz Bank, Athlon (M-B Leasing), and probably a few more top-level executives. Anyhow, who are we kidding, it’s 2020, so the meeting was likely also held virtually.

* * *

After a morning of charts, reports, facts, and figures, lunch is served.

In between bites, the conversation turns to a bit of speculation.

(You’re welcome; I’m not going to translate the dialog into my heavily Hogan’s Heroes–influenced version of German. —DK)

Exec #1 — I just read that one of our Oldtimers, a 300SL, sold for another world record price!

Exec #2 — A 300SL, you mean the R129 that we made from oh, 1989 till 1993?

Exec #3 — I don’t think it’s the R-107 that we made the generation just before that!

[laughter]

Exec #1 — No, the W198, the so-called Gullwing Coupe.

Exec #2 — Gullwing?

Exec #1 — Not our name, that’s the name the enthusiasts gave it because of the doors, attached at the top.

Exec #2 — Oh, like on the SLR McLaren?

Exec #1, somewhat pissed, somewhat exasperated — No! Completely different. First, it’s MERCEDES SLR McLaren. Second, it’s …

Exec #3 — … A “tribute” to the original 300SL doors.

Exec #1 — Exactly!

Exec #4 — So, at least its good to hear Mercedes-Benz hold title to the most expensive Oldtimers in the World!

Exec #1 — I didn’t say it was THE most expensive car in the world, I just said it’s a record price for a 300SL!

Exec #4 — Wait, what? We don’t have the most expensive car in the Oldtimers world? Who does?

[general murmurs]

Exec #6 — Is someone on here from the Museum?

Museum rep #1 — The most expensive car sold at auction, according to our records, was in Monterey, California, and it brought $48,405,000.

Exec #4 — And… What car was that?

Museum rep, clearing throat — A Ferrari, a 250 GTO.

Exec #4 — Wait a minute. We invented the automobile*, and we make the best cars in the world**! How could we not have the record for the most expensive car sold at auction? This needs to change!

Museum rep #2 — Well, we do have two examples of one very special car, the Uhlenhaut Coupes.

* * *

There is no way for all to know if that’s how the sale went down, we all know that what sometimes starts as small talk has the power to actually make a difference.

Just to review, that same Mercedes Museum (which, by the way is visible from corporate Headquarters), already might have done the math and figured out that having two Uhlenhaut Coupes, or both of the total run of two, was, in fact, one too many actually needed in a single space.

Also to be clear, the proceeds of the sale went to establish a worldwide “Mercedes Benz Fund,” the goal of which is provide funds for educational and research scholarships for young people. The monies do not go to Mercedes Corporate. It takes little to imagine that if they “needed the money,” as some have speculated, that they could just produce another round of AMG Black Series cars and fill the coffers.

Big things and small things can sometimes make a big difference. By deaccessioning one of the two Uhlenhaut coupes, the following has happened:

1. Hundreds of articles about the auction have been written, which provides hundreds of thousands, perhaps millions of dollars of publicity for the Mercedes-Benz, Mercedes-Benz Museum, and RM Sotheby’s, the auction company.
2. The fund created will provide scholarships, as detailed above.
3. A Mercedes-Benz has regained the title as the most expensive car ever sold at auction.
4. The terms of the sale reportedly include a provision that the car will be shown at major events and will not be a never accessible static display forever locked in a Billionaires den.
5. A car, not a painting, not a Malibu mansion, yacht, a sculpture or an office building, became one of the ten most expensive items ever sold at auction at the time of the sale.

And that fifth thing, a car becoming one of the most expensive items ever sold at auction, is by far and away the most newsworthy thing for the future of the automobile, and not just for expensive and exclusive cars, but all collector cars. It helps promote the automobile to the level of fine art, a level not reached by other mechanical objects. It gives the automobile the gravitas, the substance and weight it needs to maintain and promote the future of cars as much more than personal transportation devices.

And that is a very big deal in a rapidly changing world, a world which some envision as devoid of cars, or cars as merely interchangeable transportation pods.

Kudos to Mercedes-Benz. They now own the title for the most expensive car sold at auction, the W196 Uhlenhaut coupe sold in early May for $142,000,000.

I’m looking forward to seeing this car, with any luck in motion at a Goodwood-style event or maybe on the lawn at one of the finest concours.

I get it that it’s a rich person’s trophy, but the Uhlenhaut coupe is also an ambassador for you and me who play with collector cars at a “lesser” level.

Check out the Hagerty Media homepage so you don’t miss a single story, or better yet, bookmark it.

The post $142M Mercedes-Benz was 2022’s biggest car sale—and then some appeared first on Hagerty Media.

Icon, the southern California shop that landed on the custom-car map thanks to its fantastic Toyota FJ restomods, has become just as well known for its “Derelict” line of restorations, which place modern powertrains and suspensions under weatherbeaten sheetmetal. We’ve seen Icon’s Derelict take on a classic, V-8-powered Bronco and an 1949 Mercury, which the shop converted to electric power. This 1970 Mercedes 300 SEL is Icon’s latest finished creation.

Despite looking like a sun-baked survivor, there’s modern-day engineering under the skin of this classic Benz. We had the chance to drive it for a quick trip around Icon’s Chatsworth, California, facility and experience it firsthand.

Each Derelict build is a combination of old and new, so a bit of context always helps. From the factory, a 300 SEL like this one was available with a 6.3-liter V-8, an engine intended for Mercedes’ larger, 600-class luxury cars. The burly powerplant made it a muscle sedan precursor to the AMG models of today. (You can think of AMG like Mercedes’ in-house hot-rodders.) To honor that heritage of big V-8 power, the owner of this well-weathered Benz decided that a Chevrolet LS9 V-8 was the best replacement for the 6.3-liter bruiser of an engine.

The original mill had a touch more displacement than the 6.2-liter LS9, and used an overhead-cam design rather than pushrods, attributes which would typically mean it is more powerful than the Chevy. However, the LS9 makes up any difference—and some—by using a decent-sized supercharger and some high-flowing heads. The 1970 SEL 6.3 produced 300 gross horsepower—less than 250 hp net—which was enough to make it a respected performer in its day. This LS9 churns out more than double that figure. Icon’s Mercedes is one serious sleeper.

The goal of Icon’s Derelict builds is to keep the exterior looking untouched, so what you see is what you get on the Benz’s body. The shop’s talented painters can blend in repairs with original surviving panels, so that it’s all but impossible to tell new from old; but this build came in straight and rust-free and didn’t require any such artistry. It was the panels you can’t see from the outside that posed a challenge.

All of the sedan’s floorpans were replaced to fit a new chassis and transmission. Originally a unibody affair with front and rear subframes, most of the Mercedes’ structural rigidity came from the sturdy sheetmetal in the rocker panels. The rockers are still intact, but the role of securing the suspension members lies entirely in an Art Morrison chassis that places its longitudinal rails just inboard of the sedan’s factory-fit rocker panels.

As in the electric Mercury that we drove from Icon, the geometry of the Art Morrison front suspension doesn’t seem to have much caster. That makes for quick, easy steering but it also requires more attention to return the steering to the center. Still, the car wasn’t nervous or darting about on the highway during our drive.

On windy back roads, the car felt nimble despite its size and is every bit the sleeper it was originally meant to be. Those familiar with late-model cars and their eight or ten-speed automatics might think that a four-speed 4L85E transmission like this one would be clunky, but the sturdy workhorse is great for an engine with a wide powerband like the LS9. It was happy to drop down into second gear when full-throttle acceleration was in order.

Inside, the car appears to be completely stock. Unless you are well-versed in early-’70s Mercedes luxury, you’d likely miss the subtle changes made to the floorboard and transmission tunnel, since they’ve been covered in new carpet. The new center console is a bit narrower than the original, too.

As built, the gauges, steering column, and seats in the Mercedes were not exactly in line with each other. After moving the column and seat just a bit inboard to center the driver behind the wheel and the instrument cluster, Icon no longer had enough real estate for the original center console. However, even the custom pieces that the shop required for the build were designed with the original contours of the 300 SEL in mind. For example, the shifter bezel was machined from a chunk of billet aluminum, as were the rear speaker grilles. Both designs look like they belong.

Icon’s careful design of the interior and preservation of all of the original exterior sheetmetal means that a lot of the Mercedes’ original character is intact. The trunk and doors still have a vault-like quality when closed, and it’s quiet inside when the LS9 is idling or loafing about. Without driving an original 300 SEL first, it’s hard to say whether the interior volume has been compromised, but your six-foot-plus author didn’t suffer from a lack of headroom. The generous greenhouse and low beltline provide virtually uninterrupted visibility and the window ledge forms a perfect armrest when cruising with the glass rolled down.

Unsuspecting onlookers would have little clue that the sultry, vintage sedan next to them is packing supercar power and 21st-century handling. Look carefully, however, and the clues are there.

The post ICON’s LS-swapped 1970 Mercedes is a sun-baked sleeper appeared first on Hagerty Media.

Ram recalls 1.4 million pickups for faulty tailgate latches

Intake: Bad latches have the Ram brand taking a closer look at the tailgates on 1.4 million light-duty and heavy-duty trucks from the 2019–22 model years. The issue reportedly can cause tailgates to open while driving. This recall sprang up from over 800 warranty claims filed—a trend Stellantis has been monitoring since July 2021. According to Automotive News, Ram dealers are planning to investigate the tailgate striker bolts and box latches and remedy their alignment if necessary. Owners impacted will get a letter in late January 2023. This marks the second time of late that Ram has entered the news for a recall. Its 2500 and 3500 HD trucks outfitted with the 6.7 liter Cummins turbodiesel and the 68RFE automatic transmission are also undergoing a recall for transmission fluid leaks that may cause fires. Those notification letters will hit mailboxes in late December 2022.

Exhaust: While it may seem like Ram is seriously snakebit with the recall bug, the numbers are nothing out of the ordinary per industry norms. Ford is the leader in the recall clubhouse in 2022 with 65 cases, creeping toward double the count under the Chrysler tent. Recalls happen. What matters most is how well a customer is taken care of. In the grand scheme of things, tailgate issues are small potatoes so long as no one gets hurt, and thankfully, no one on record has. — Bryan Gerould

Average price of new car reaches $48,861, setting a new record

Intake: According to Kelley Blue Book, the average new car sold in November for $48,681, a record high by $422 from October, and a whopping $2,259 from one year ago. “According to Kelley Blue Book calculations, the average buyer has paid more than the manufacturer’s suggested retail price every month since July 2021.” Prices are ”showing no signs of coming down as we head into the holiday season,” said Rebecca Rydzewski, research manager of economic and industry insights for Cox Automotive. Luxury cars made up 18.2 percent of total sales in November—a near record. In November 2022, the average luxury buyer paid $67,050 for a new vehicle, another record high. The prices on non-luxury cars also rose, with buyers paying an average of $410 over sticker price. The average non-luxury car sold for $44,584.

Exhaust: Researcher Rydzewski said one of the largest contributing factors is still the microchip issue resulting in a shortage of non-luxury models, as manufacturers use the chips they have on higher-profit luxury vehicles. Once the chip shortage is resolved, you have to wonder: Will prices go down, or remain artificially high? — Steven Cole Smith

Rivian pauses partnership with Mercedes-Benz

Intake: Just three months after announcing a partnership with Mercedes-Benz to produce electric vans in Europe, California-based EV maker Rivian has put a pause on the memorandum of understanding signed between the two companies, according to the Associated Press. The agreement called for a joint-venture European factory that would produce vans for both companies—one based on the VAN.EA (MB Vans Electric Architecture) platform and another based on Rivian’s RLV platform. But now it looks like Rivian wants to focus instead on its existing commercial and consumer business. “We share the same goal as Mercedes-Benz vans, to help the world transition to electric vehicles, and we look forward to exploring opportunities with them at a more appropriate time for Rivian,” said CEO RJ Scaringe.

Exhaust: Rivian is hard at work fulfilling a 100,000-unit order from Amazon for an electric delivery vehicle; a handful of the vans are already in service, and thousands more are expected to arrive before the end of the year to help with the holiday rush. When you’re a young automaker, saying yes to everything that comes your way feels like the only way to keep the momentum going. Now, Rivian is reaching a point where it may have bit off more than it can chew. — Nathan Petroelje

Plug-in hybrid powertrain confirmed for 2024 Mazda CX-90

Intake: We won’t see the whole thing until its January reveal, but we now know that Mazda’s first-ever CX-90 will be offered with a new e-Skyactive plug-in hybrid electric vehicle (PHEV) powertrain nationwide. Mazda claims that the powertrain, the first PHEV the company has ever offered in the U.S. is, “tuned specifically for the North American market,” and, “will provide customers with the best of both worlds in terms of performance and efficiency.”

Exhaust: We’ve been rather impressed with Mazda crossovers and their blend of driving dynamics and practicality. The CX-90 could be quite a compelling family hauler if Mazda can manage to bring the same qualities we’ve come to expect from them to an even larger vehicle while improving on efficiency. — Brandan Gillogly

Top Gear‘s Flintoff in test track crash

Intake: Top Gear host Andrew “Freddie” Flintoff has been hospitalized after an accident at the TV show’s Dunsfold Park Aerodrome circuit in Surrey, U.K. The former England cricketer’s injuries are, thankfully, not believed to be life-threatening, and the BBC said further details would follow “in due course.” Unlike a previous incident in 2019 when Flintoff had a major off in a dragster on Elvington Airfield in Yorkshire, this latest crash is believed to have happened at low speed. “Freddie was injured in an accident at the Top Gear test track this morning—with crew medics attending the scene immediately,” said a spokesperson from the BBC. “He has been taken to hospital for further treatment and we will confirm more details in due course.”

Exhaust: Once again we’re seeing that driving exotic cars for the world’s most popular car show is not without risk. In 2006, Richard Hammond crashed a Vampire jet-powered dragster which left him in a coma. The bad luck followed Hammond to The Grand Tour where, on a Swiss hillclimb, he destroyed a Rimac Concept One, and was lucky to escape with relatively minor injuries. On-screen partner James May suffered a head trauma when filming Top Gear in Syria in 2010, and crashed a Mitsubishi Lancer Evo in a tunnel in the latest episode of The Grand Tour as well. The daredevil antics of our favorite car show hosts make great TV, but it’s easy to forget there are real dangers involved. We wish Freddie a speedy recovery. — Nik Berg

Former Rolls-Royce engineer takes the helm at Jaguar

Intake: Dr. Philip Koehn, who led the development of Rolls-Royce’s Architecture of Luxury platform which underpins the Mk8 Phantom and electric Spectre, has been appointed Managing Director of Jaguar. The German engineer also spent time at the reborn but recently-shuttered Borgward company, before joining Jaguar as Director of Products and Programs in 2019. Koehn’s first job after taking over the reins from Thierry Bolloré was to reveal updates for the 2023 F-Pace SUV, saying that the brand will be “curating our existing products by offering richer and more desirable specifications” until it replaces the entire range in two years’ time.

Exhaust: Jaguar’s ambition is to increase profitability rather than chase increased sales, which means elevating the brand to Rolls-Royce and Bentley levels of quality and desirability. Given Koehn’s background, it looks like they might have just the man for the job. — NB

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Donkervoort F22 is a jet fighter for the street

Intake: It shares its name with the U.S. Air Force’s Raptor, and Donkervoort’s all-new F22 isn’t much slower either. Its Audi-sourced five-cylinder turbo engine makes 500 horsepower, yet the whole car weighs just 1650 lbs, giving it a power-to-weight ratio better than a Bugatti. The chassis is a hybrid of thin-wall steel tube and Ex-Core carbon fiber, while the Hot Wheels bodywork is all carbon as well. A five-speed gearbox is fitted, there’s height-adjustable suspension, and AP Racing brakes. Although it’s longer than the outgoing Donkervoort D8 to give more room for passengers the F22 is still the lightest supercar out there, and it’s lighter still if you remove the twin targa roof panels and opt for carbon fiber wheels. “The key to everything we do is weight. The less weight you carry, the less weight you have to stop, turn and accelerate, and the less fuel you use and the more intimate the car can be,” says managing director Denis Donkervoort. Although Donkervoort hasn’t revealed the F22’s top speed or acceleration numbers the Dutch company has confirmed the car’s cornering capability, stating that it can pull 2.15 lateral g.

Exhaust: Want one? We’re afraid you’re too late. The planned run of 50 cars was sold as soon as Donkervoort shared sketches. Production was upped by 75 units and those were snapped up too—even at a price of €245,000 ($258,000). It’s a long way from the Lotus 7 which founder Joop Donkervoort bought the Dutch rights for in 1978. —Nik Berg

Maybach goes Haute Couture, again

Intake: The S-class (W223) based Maybach flagship has a new trim level of limited production (150), unique style and a flashy name: Mercedes-Maybach S-Class Haute Voiture. This range-topping range topper from Mercedes-Benz takes the French phrase for high fashion (Haute Couture) clothing and reimagines it for the automobile (Voiture). The Maybach Haute Voiture is finished in a charcoal black over rose gold exterior paint scheme, with matching black wheels. A host of interior trim upgrades are present, including “a bag collection” for the trunk, and interior accents of a black and gold mid-century, tweedy fabric worthy of a piece of high-end furniture in Roger Sterling’s office. Prices have yet to be released, but the Haute Voiture Maybach will sell alongside mere $200,000+ Maybachs in early 2023.

Exhaust: The Haute Voiture Maybach sure looks impressive inside, even compared to a regular example. And this brand is no stranger to special editions, as the Maybach Virgil Abloh Edition (of Louis Vitton fame) made a big splash in haute couture circles earlier this year. It’s a world most of us can’t even imagine, but perhaps the aforementioned Mr. Sterling said it best, “When a man gets to a point in his life when his name’s on the building, he can get an unnatural sense of entitlement.” Not that I’d know anything about that. —Sajeev Mehta

New Zealanders blow past 138 mph for a new land speed record

Intake: A team from New Zealand has just gone faster than all before them, using only the power of the wind. Emirates Team New Zealand and their Horonoku machine clocked 222.4 km/h (138.1 mph) on the dry salt bed of Lake Gairdner in South Australia. The unusual craft has three wheels: one at the front, one at the rear, and one on an outrigger that effectively acts as a keel. Instead of a sail it has a two-part solid vertical wing which is amazingly efficient at shifting a breeze into forward motion. The sleek land yacht need only 22 knots (25 mph) of wind to reach its top speed and smash the previous 202.9 km/h (126 mph) record which had stood since 2009.

Exhaust: The team is also responsible for New Zealand’s 2021 America’s Cup winner and has a long-standing sponsorship with  Toyota which provided support vehicles, including a GR Yaris chase car. All-wheel-drive and 268 hp would certainly have been handy in keeping up with Horonoku on the slippery desert surface. —NB

Belvidere plant shuttered, Cherokee to Mexico?

Intake: It opened for business in 1965, and Chrysler’s Belvidere, Illinois started out building the Dodge Monaco and Polara, and later the Dodge and Plymouth Neons. Parent company Stellantis is closing the 5.3-million-square-foot plant, which builds the Jeep Cherokee, possibly sending Cherokee production to Toluca, Mexico, if the product survives. Belvidere goes into “indefinite closure” next February.

Exhaust: The plant has been tapering off its production for years, with the Jeep Compass and Patriot ceasing there in 2016. The writing has been on the wall, and we feel for the employees there about what that writing says. It was the first plant in the Chrysler system to go fully robotic in the body shop, and has its own stamping plant next door. So long, Belvidere. We still miss the Neon ACR. —Steven Cole Smith

Speed Sport News ceases print publication

Intake: The December issue of Speed Sports News, the successor to the 88-year-old National Speed Sport News, is the last, as the magazine and its sister publication, Sprint Car and Midget Magazine, will continue on only as digital publications. National Speed Sport News, once named National Auto Racing News, was published weekly under editor and broadcaster Chris Economaki for decades. He died in 2011. Then a consortium bought the title and continued to publish it in the same format it had used since 1934, with a mix of racing news and profiles.

Exhaust: Plenty of us watched the mailbox until the weekly edition of NSSN arrived. We’re sure the digital version will be solid, but we’ll miss holding the publication in our hands. —SCS

Rivian has a bedbug problem

Intake: Rivian has called a pest control company into its Normal, Illinois plant to rid it of bedbugs, says Automotive News. It has quarantined forklifts in areas where the bedbugs were found. Additionally, transportation shuttles have been treated, and all warehouse spaces will be treated by the end of the week, although no bugs have been found in either location, a spokesman said.

Exhaust: No company wants bugs in its products, especially ones you can bring home. We are unaware of any reports of forklift drivers sleeping on the job. —SCS

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Welcome back to the Hagerty Bull Market List, our annual deep dive into the collector cars (and bikes) climbing the value ranks. This vehicle is one of 11 chosen for the 2023 installment of the List. To see the other 10, click here. 

This car had an ugly birth. In the late 1990s, Mercedes harbored grand visions of a modern 300 SLR Uhlenhaut coupe, with long GT legs and enough power to shred space-time. Development and racing partner McLaren had other plans; as designer Gordon Murray’s second production car, he wanted the forthcoming Merc-Laren to be a light-ish, naturally aspirated, mid-engined McLaren supercar with a Mercedes heart.

Mercedes didn’t. The car was to have a front engine—no exceptions—and it was to use the beefiest supercharged V-8 that AMG could summon. Amid early development, Murray flew to Stuttgart weekly for six months to reach an agreeable compromise for the production car.

The result is a transcontinental hyper-GT cruise missile whose personality is neither Mercedes nor McLaren, despite plenty of effort from both sides. It was give-and-take the entire way; the supercharged engine was heavy, but Murray shoved it back a full meter to transform the layout to front-mid-engine. McLaren built the car around what Mercedes claims is the first full carbon-fiber monocoque on a production car, with full carbon bodywork that saved 440 pounds over the equivalent in steel, but Mercedes insisted on a fully leather-lined interior pulled from the SL and SLK.

The production SLR dropped for the 2004 model year with a throat-closing $455,000 price tag and a 207-mph top speed, both enough to inextricably tether it to the contemporary Porsche Carrera GT, Ferrari Enzo, and Ford GT. Nearly two decades later, most of this company cruises at or above the seven-figure waterline, while the just-as-fast, just-as-exotic SLR can be had for a (relative) pittance.

It might be the world’s most underappreciated hypercar, if there could be such a thing. But what’s not up for debate is the SLR’s spectacular powertrain. “The dominant character of that car is the motor. It’s unlike any other Mercedes engine I’ve ever driven,” says Hagerty video host Jason Cammisa. “The engine feels rigidly attached to the chassis—you feel all kinds of vibrations, and it’s all good.”

The SLR’s M155 V-8 spins out 617 horsepower and 575 lb-ft of torque, enough power and twist to turn all of Merc’s existing transmissions to spaghetti save its remarkably stout five-speed automatic. No manual was offered, but Cammisa reckons the traditional automatic only snaps the SLR’s jumbled personality into focus. “It’s very much a muscle car, between its soundtrack and its torque converter automatic,” he says. “It’s a German Viper! The driving position is the same, the seating position is the same, and you’re sitting on the rear axle.” Even with undefeatable stability control, it’s a lairy drive. “At 8/10ths, it’s nibbling at the tires,” says Cammisa.

Mercedes earmarked production of 3500 cars over seven years—just enough to break even—but six model years and five variants begat only 2157 sales. For some enthusiasts, the SLR scratches an itch that no other car can. According to McLaren, most SLR owners have more than one in their garage, using them on a regular basis for crushing long miles and roaring through rallies.

Can you blame them?

***

2006 Mercedes-Benz SLR McLaren

Highs: The most visually striking and usable supercar to emerge from the 2000s; McLaren still offers support and upgrades for the SLR, with an active owner group; its 5.4-liter is likely the best V-8 to ever come from Mercedes.

Lows: Brakes are difficult to moderate smoothly; interior is not as nice as the price suggests; stiff ride and heavy steering conflict with hyper-GT positioning.

Price range: #1 – $430,000  #2 – $356,000  #3 – $276,000  #4 – $199,000

HAGERTY AUTO INTELLIGENCE SAYS:

Compared with similar vehicles of the era, the SLR McLaren looks like a bargain. While values for the Porsche Carrera GT have more than doubled since 2019, the SLR has increased a modest 37 percent. The SLR has long held a large premium over its spiritual successor, the SLS, but the value gap narrowed to only 7.4 percent in July 2022. In the third quarter of 2022, the SLR premium widened again, to 23 percent, with younger buyers fueling much of the demand. Boomers still own the majority, but millennial ownership share is increasing at twice the Hagerty average.

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Domino’s acquiring 855 Bolts for pizza delivery

Intake: In the 1980s, Domino’s had a fleet of Chevrolet Chevette delivery vehicles, which may be why your pizza was cold. Now, they are busy staffing up some of their 20,000 stores with electric Chevrolet Bolts. Why? “The Chevy Bolt EV has zero tailpipe emissions, a 259-mile battery range, advanced safety features and lower average maintenance costs than nonelectric vehicles – all without the financial impact of high gas prices,” the company says. You can gauge the chances of your Domino’s getting a Bolt with an interactive map of how many Bolts are in use today (112) and how many will be in place by the end of 2023 (855) and in what states. Washington state will get zero Bolts, while Indiana gets 93. The Bolt starts, by the way, at $25,600, and will apparently be acquired on a lease-to-own basis. It replaces the 100 or so Chevy Spark-based DLPs.

Exhaust: Presumably the participating stores will have ample chargers on site. No one wants to hear, “We’ll get there as soon as the car charges,” or see Domino’s Bolts nesting at your local commercial charger when you need some kilowatts. –Steven Cole Smith

Subscription ekes more performance from Benz EVs

Intake: Mercedes just said the S-word. A subscription offering increased performance in its two electric sedans, at a rate of $1200 per year, has cropped up on the automaker’s US website. It’s immediately unclear whether the upgrade is available for the recently announced EQS SUV: A table lists the improved output and acceleration specs for three models—the EQE and the EQS sedans plus the EQS SUV—but a dropdown field under “Technical requirements” excludes the SUV. We’ve dropped Mercedes a note, and will update as we can. Mercedes clearly left room in the EQE and EQS hierarchies for such an upgrade. The subscription gives the EQE 350 4Matic 61 more horsepower, for a total of 349—well below the next trim, the 402-hp EQE 500—and drops its 0-to-60 time by 0.9 seconds, to 5.1. Add the subscription to the biggest electric jellybean, and you’ll get 443 hp and a 4.5-second 0-to-60 sprint, figures which split the difference between the all-wheel-drive 450 4Matic you started with (355 hp, 5.3 seconds) and the 580 4Matic (516 hp, sub four-seconds) you could have bought. The latter costs eighteen thousand dollars more … at $1200 a month, you do the math. How long do you plan to EQ?

Exhaust: It could be worse. Note that, of the two models listed—the EQE and its bigger brother, the EQS sedan—only the mid-range, all-wheel-drive variants (350 4MATIC and 450 4MATIC, respectively) are eligible for the Increase. Buyers of such models have already forgone the performance of one higher model plus its AMG-fettled version, suggesting that this subscription hinges on buyer’s remorse rather than on leveraging buyer ignorance. The subscription is unlikely to spread upward in either model family, where it would upset the performance hierarchy. –Grace Houghton

Move over Maté, Pininfarina beats Rimac on acceleration

Intake: The Pininfarina Battista is now officially the world’s fastest-accelerating electric car, having hit 60 mph from rest in 1.79 seconds at the Dubai Autodrome. The metric benchmark of 100 km/h (62 mph) came up seven-hundredths of a second later, with 120 mph arriving 4.49 seconds from the off. What’s more, the Battista proved that it stops just as hard as it goes by dropping from 62 mph to a standstill in only 101.71 feet for another record. That’s what happens when you mate ceramic discs with powerful regenerative braking. “Our new electric hyper GT delivers on the promises we made when we set out our development plan. In Battista, we have achieved performance beyond our original, extreme targets,” said a smug Paolo Dellacha, Automobili Pininfarina’s Chief Product and Engineering Officer.

Exhaust: The $2 million, 1900-hp hypercar has a claimed top speed of 217.5 mph which is still some way off the incredible 258 mph achieved by Maté Rimac’s Nevera, but in a sprint between stoplights it looks like the Battista might have the edge. Wonder if we’ll ever get to see the pair square off? –Nik Berg

Dirty Daytona goes on display at Ferrari Museum

Intake: While every other car on show at the Museo Ferrari in Modena is polished and pampered this 1969 365 GTB/4 Daytona is exhibited covered in decades of dust. Discovered in Japan in 2017 it had been stored for almost 40 years and, despite being covered in layers upon layer of filth, sold for more than $1.86 million at RM Sotheby’s. Believed to be the only Scaglietti aluminum-bodied Daytona ever made it’s a unique specification with lightweight plexiglass headlights but the relative luxury of electric windows. Originally built for Luciano Conti who was a close friend of Enzo Ferrari, the dirty Daytona was sold to a buyer in Japan in 1971, then exchanged hands three times before Makoto Takai decided to lock it away. The current owner has, so far at least, elected to keep the car in its grimy glory and has loaned the car to Ferrari for all to enjoy.

Exhaust: This is the antithesis of a concours car and its owner is to be applauded for going against the grain by keeping it in barn find condition and kudos to Ferrari for putting it on display. Would you like to see the car restored or should it stay in its state of perfect patina? –NB

Cheapest new car: The Nissan Versa

The 2023 Nissan Versa S — the entry-level, manual-transmission model — is now the cheapest car on the market at $15,730, plus $1095 delivery, “There are just three subcompact sedans left on the market for 2023. Chevrolet canceled its little Spark, which was the cheapest new car for sale in America in 2022. Hyundai canceled its subcompact Accent for 2023 as well. The least-expensive Mirage starts at $16,245, while Kia Rio pricing kicks off at $16,550. Bargain shoppers should note, however, that the Rio has the longest warranty of the bunch,” says Kelley Blue Book.

Exhaust: You could do worse. A 122-horsepower four-cylinder engine, 30 mpg overall for the manual, and a four-speaker stereo — sounds like a pretty good pizza delivery vehicle to us. –SCS

Jay Leno’s 1920 ReVere-Duesenberg tells tales of American greats

Intake: Jay Leno’s collection holds a dizzying number of amazing cars, each with an interesting story. The 1920 ReVere-Duesenberg Four Passenger featured on a recent episode of Jay Leno’s Garage is the latest star to see the light. The ReVere employs a 5.5-liter Rochester-Duesenberg “Walking Beam” engine that was good for 100-something horsepower at a time when a Model T made just 20. Before the Duesenberg brothers rolled out the world-beating Model J in the late 1920s, they were simply engine manufacturers looking to go racing by selling their powertrains to ready-made car companies. The ReVere’s beating heart was known as a “walking beam” engine because of the unconventional valvetrain that was mounted sideways in the engine and actuated by a cam situated way down in the block. There wasn’t a cylinder head, which meant no head gaskets to blow. The engine was very reliable—according to Leno, of the 100 races that the Duesenberg brothers entered with the engine, their cars finished lower than fourth place just two times! Jay found this ReVere in Oregon in 2005, and the car was in a much worse state than it currently looks. Rust, dents, and general weather from sitting for what Jay reckons was maybe 50 years or so meant that this restoration project would be no small undertaking. What’s more, there are only about 5 of these cars left in existence, so parts are scarce. Today, it’s back on the road thanks to the hard work of Jay and his team.

Exhaust: Hundreds of carmakers came and went over the course of the teens and ’20s, and most are long forgotten. This car might have been, too, but the key word in “ReVere-Duesenberg” is the whole “Duesenberg” part, as Duesenberg engines were highly prized on both road and track in the 1920s, and the company went on to build some of the best cars in the world in the ’30s. –Nathan Petroelje

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One bright and sunny day in Los Angeles, the world’s best-loved animator was walking along the street, side by side with the guy who would go on to drive Herbie. The pair passed a Mercedes dealership and there, parked right against the front window, was a cream-colored 1964 230SL. Eyebrows on that famous mustachioed face raised in interest, but then they sank again with slight disappointment, and on he walked.

Dean Jones, the actor who played driver Jim Douglas in The Love Bug and Herbie Goes To Monte Carlo, always told the story with a smile. “I can’t afford that,” the animator said, pragmatically, and he kept walking.

And then Walt Disney had a second thought. “Wait! I can afford it!” And back he ran, reaching for his checkbook.

Whether you are 80 or eight, it’s likely that the life’s work of Walt Disney has reached out to touch your life. Perhaps you are old enough to remember his Silly Symphonies or even the early appearance of Mickey Mouse. Maybe the Disney Plus app is frequently called upon by the younger members of your household. Maybe Herbie gave you Bugs on the brain and you now own a dozen Volkswagen project cars.

As a public figure, Disney was grandfatherly and wholesome. He was trusted by parents and kids alike. He’d come onscreen, introduce the movie, and we knew we were safe in his hands. He seemed an affable sort, but in real life he was a driven man. Founding the entertainment empire that now seems to own a piece of everything wasn’t easy. And, with one exception, Disney the man rarely splurged on himself.

To get a glimpse of what life was like in the Disney household, let’s travel back to November 1928. Walt Disney Studios breakout hit, Steamboat Willie, was about to hit theaters, introducing the public to probably the most beloved mouse in the world.

The film would bring financial success, enough to kickstart Walt’s bigger ideas. However, at the time he was strapped for cash, needing to cover production costs and pay wages to his animators. So, he was forced to sell off his 1926 Moon Roadster, a middle-of-the-road six-cylinder car built in St. Louis, Missouri.

Disney had grown up in small-town Missouri, and it had left an indelible imprint on the boy. An idealized version of Main Street would be at the heart of his theme parks.

This sort of heartland down-to-earth spirit would long be part of Disney’s character. He moved to Hollywood in 1923, but he was always more of a Midwesterner than a showbusiness type.

To be sure, that image was carefully cultivated. He once said, “I’m not Walt Disney. I do a lot of things Walt Disney would not do. Walt Disney does not smoke. I smoke. Walt Disney does not drink. I drink.” But vices aside, the man seems to have been genuinely humble. Certainly his cars were.

Through the 1930s, Disney was a pitchman for DeSoto, with the tagline “America’s Smartest Low Price Car.” As payment for appearing in these ads, he got a free car—which he gave to his mother.

He didn’t buy a new car until 1942, despite the fact that, five years earlier, Snow White And The Seven Dwarfs had earned a staggering $1.5 million at the box office, which translates to $30+ million today. But having lived through lean times, Disney was cautious with his money. First he bought his wife a new car. Then he later got himself a Packard.

At a time when it was relatively common to only own a car for a few years and then change for a new model, Walt Disney seemed to hang on to his cars. Instead, he put his money back into his studio, and the eventual opening of Disneyland, in 1955. It is known that he favored a convertible, having owned a droptop 1948 Oldsmobile and later a 1958 Ford Thunderbird.

The Mercedes purchase was entirely out of character. Up to this point, the swishiest car Disney owned was probably that Thunderbird. In 1964, a new Ford T-Bird would have set you back about $4500 ($43,260 today). The 230SL cost him nearly twice that, at $8500 ($81,700). But you can see why Walt was bowled over.

The original SL, of course, needs no introduction—possibly the most graceful road car every produced in Germany. But Mercedes’ followup effort was no slouch. When it launched in 1963 as the 230SL, it was slightly more luxurious than its predecessor, but still very delicate.

Enthusiasts refer to this generation as the Pagoda SL, thanks to the looks of its curved-glass hardtop. The 230SL made Hagerty’s 2022 Bull Market List, being praised for its classic looks and the baked-in “motoring happiness” found behind the wheel.

What better reward for the man who built the “Happiest Place On Earth” than a gorgeous European roadster? But, true to form, Walt Disney seems to have been slightly embarrassed by his impulsive purchase. He drove the car, preferring it to any company limousine, but he also managed to find a way to rent it back to his company for the filming of That Darn Cat, for $100 a day. Jones, who starred in the film, noted that Disney seemed to be trying to find a way to make the extravagance have some practical use.

Sadly, if he regretted the purchase, he didn’t have long to live with those regrets. All that hidden smoking would catch up with Disney, and he was diagnosed with lung cancer late in 1966. By December of that year, he was dead, aged just 65.

It is to be hoped that the last car he bought, in that moment of rash impulse, brought him some happiness. The car remains in the Disney family, though held privately, not displayed in some museum.

For a public figure who was so private, so carefully cultivated in image, Walt Disney’s last car shows an unexpected part of his character. He worked hard all his life, was known to have high expectations of his staff, and he built a lasting legacy. But on that day in May 1964, he was just a boy from the Midwest, staring through the window and falling in love with something beautiful. And then discovering, to a blooming and bursting delight, that all those years of hard work meant something magical.

Yes, Walt Disney. You can afford it. After all you gave to us, you deserve some joy too.

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When Jerry Seinfeld created a brilliant way to meld comedy and cars into his hit show Comedians in Cars Getting Coffee, we drank it up. Now he’s coming out with a new book about the streaming series, which is like adding cream to your favorite cup of java.

The Comedians in Cars Getting Coffee book (Coffee coffee-table book?) will be available on November 22, timed to coincide with the 10th anniversary of the show’s debut. Publisher Simon and Schuster says it “isn’t just a record of the show but instead an inventive tribute full of behind-the-scenes photos and anecdotes.”

Seinfeld recently announced the book’s release on his Instagram page (@jerryseinfeld).

“The first episode of Comedians in Cars Getting Coffee went online ten years ago—on our own website, without any press or promotion. Just me and Larry David having a funny conversation,” Seinfeld wrote. “We called it a web series because nobody knew what streaming television was. Ten years later, we have produced 84 episodes and we’re on Netflix. It’s a crazy story, and this book seems like a good way to tell it, along with some of my favorite photos and dialogue from the show.”

Comedians in Cars Getting Coffee reinvented the talk show format and drew applause from industry moguls and fans alike, earning multiple Emmy nominations and helping lead the streaming revolution. Each episode features Seinfeld cruising the Los Angeles area in one of his favorite classic cars, accompanied by some of the funniest people in comedy and on television. During their drive they talk about the intricacies of stand-up, the evolution of their careers and personal lives, and whatever else pops into their heads, and the conversation always includes a stop at a coffee shop or diner to continue their conversation.

Seinfeld’s guests have included Steve Martin, Tina Fey, Eddie Murphy, Jay Leno, Martin Short, Will Farrell, David Letterman, Amy Schumer, Seinfeld’s former Seinfeld castmates, and even President Barack Obama. Late comedy legends Garry Shandling, Jerry Lewis, Don Rickles, Carl Reiner, and Norm McDonald also went for rides with Seinfeld, adding a bit of nostalgia to those episodes.

A total of 84 classic cars have been featured, including a 1949 Porsche 356/2 (with Leno), 1966 Jaguar E-Type Roadster (Lewis), 1955 Mercedes-Benz 300 SL Gullwing (Lorne Michaels), 1964 Aston Martin DB5 (Julia Louis-Dreyfus), 1964 Morgan Plus 4 (Stephen Colbert), 1969 Lamborghini P400S Miura (Chris Rock), 1976 Lamborghini Countach LP400 (Jim Carrey), and 1963 Corvette coupe (Obama).

Simon and Schuster says the book, which includes never-before-seen production photos, “dives into the inspiration and creation of segments, the most unforgettable lines from guests, an index of the cars, and some of the most memorable moments from crew members.”

While we wait for word about new episodes of Comedians in Cars Getting Coffee (the last installments were released on July 19, 2019), perhaps the Seinfeld book will satisfy our cravings for now. Until then, please pass the cream.

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Manuals will stick around in BMW M products until 2030

Intake: Row-your-own gearboxes will remain on the menus of BMW’s highest-performance products until at least the end of the decade. Speaking with media at a the BMW M Festival at the Kyalami Grand Prix circuit in South Africa, BMW M Boss Frank van Meel made it clear that the clutch pedal still has a place in the M division’s lineup, according to a report from CarBuzz. “The manual is unfortunately not so widespread anymore,” says van Meel. “It’s more in the segment of the M2 and M3, and the M4. And for those cars, we continue offering the manual, and those cars will run for a long time until the end of this decade.” BMW just revealed a second-gen M2 last week, and the manual gearbox is a no-cost option there. So long as customers keep asking for three pedals, van Meel says that BMW will supply them. Timo Resch, BMW M’s vice president of customer, brand, and sales, adds that the manual hasn’t always been a shoo-in, particularly when it came to convincing the BMW M engineering team. Modern automatics and dual-clutch gearboxes are faster lap-over-lap than their manual counterparts, but that hasn’t stopped clients from opting for the slower, more engaging driving experience. “We said that’s what our customers asked for,” said Resch. “And we really actively listened to our customers, to our fan base. The fans asked for it. They got it.”

Exhaust: There’s more to a driving experience than just raw pace, even on track. Driving a manual-equipped car well is a whole-body tango, and getting it right is one of the best feelings. Note that BMW’s biggest sedans—the M5 and the M8—will be auto-only. This is only a mild bummer, since both of these beasts hew more towards continent-smashing GT car than they do apex predator. Fine by us, so long as the smaller M machinery still gets it for a while yet. — Nathan Petroelje

Jeep adds all-wheel drive to the Euro electric Avenger

Intake: The Avengers are assembling. Having recently unveiled its Europe-only compact electric SUV, Jeep has taken the wraps off a more rugged 4×4 version. It’s been dubbed a concept, but the show car looks ready for the road (and some light trail work). Jazzed up with tow hooks, wider bumpers and track, plus more off-road-focused tires, thicker underbody protection, and extra lighting, the Avenger 4×4 is essentially a mobile advert for the accessories catalog. More importantly the ground clearance has been hiked to almost eight inches, while the approach angle is now 21 degrees, the departure angle is 34, degrees and the breakover angle is 20 degrees. Jeep hasn’t revealed any figures showing how adding an extra motor impacts the Avenger’s 250-mile claimed range.

Exhaust: Jeep has committed to becoming an electric-only brand in Europe by 2030 and the Avenger 4×4 is another step towards achieving its “mission of Zero Emission Freedom.” The Renegade, Compass and Grand Cherokee are already sold as hybrids with the Wrangler the last remaining ICE-only model for the Old Continent, and its time is running out. —Nik Berg

Mercedes-Benz amps up with a special, Spatial Audio system

Intake: Mercedes-Benz cars will now offer several layers of audiophile-grade perfection, wrapped up like a croissant: Apple Music’s Spatial Audio, paired with Dolby Atmos engineering, and one of two Burmester audio systems to bathe your luxurious cabin in out-of-this-world sound. Spatial Audio “gives artists the opportunity to create immersive audio experiences” for connoisseurs, and this is the first application in a vehicle. Mercedes-Benz touts that “76% of car drivers say that having a realistic spatial sound is either ‘important’ or ‘rather important’ to them” and this partnership between hardware, software, artistic content, and user experience is aimed to that demographic.

Exhaust:Who knows (or cares) about the loudness wars? Artists have been bullied into making louder, sonically compromised songs for decades now, and I truly hope this technology is a bellwether for both diversity and creativity in post production. Because if Apple (sorry Spotify fans, you’re out of luck) Dolby, Burmester, and Mercedes-Benz can make it work, perhaps it will trickle down to the JBL Audio system in a 1990 Ford Thunderbird. A vintage audiophile snob can dream, right? — Sajeev Mehta

Hybrid ups power, lowers mpg across 2023 Corolla range

Intake: Toyota is bolstering the Corolla Hybrid lineup with an all-wheel-drive option and more trims for 2023. The 2023 Corolla Hybrid will be available in the following trims: LE, LE AWD, SE, SE AWD, and XLE. That’s four additional models that can be spec’ed with a battery-aided drivetrain, versus just one—the LE FWD—in 2022. That hybrid system is more powerful for 2023, too; a 1.8-liter Atkinson-cycle four-cylinder pairs with a lithium-ion battery pack and two electric motors to produce 134 hp (up from 121) and 156 lb-ft of torque (up from 146). The AWD variant will use a separate electric motor mounted on the rear axle that can spin the rear wheels to stabilize the car in slippery terrain or get a better launch. All Corolla Hybrid models will get an 8-inch touchscreen as standard for the infotainment system. The SE Hybrid will feature a special Infrared edition, which will get the gas-only SE’s sportier suspension and heavier-weighted electronic power-steering, as well as a host of red interior and exterior accents. Pricing for the Corolla Hybrid starts at $23,895 ($1250 cheaper than the ‘22 MY) and climbs to $27,695 for the SE AWD or the XLE.

Exhaust: Toyota’s engineers must have realized that the Corolla Hybrid was long on efficiency, and short on shove, because the 2023 model year car returns marginally worse fuel economy (47 mpg combined for FWD, 44 mpg combined for AWD) than the ’22 MY hybrid (52 mpg combined). That said, this is still a remarkably efficient compact car. Toyota’s decision to bolster the hybrid lineup with a few more levels of content seems like a smart one. — Nathan Petroelje

Peek inside Volvo’s posh, electric SUV

Intake: Volvo, like so many other luxury car manufacturers, is on an electrification quest. The pint-size XC40 Recharge may be a handy urban runabout, but Volvo needs a big, plush SUV to crown its lineup. Enter the EX90, an all-electric SUV that we’re glimpsing bit by bit ahead of its reveal next month. (Been keeping up with Polestar recently? Volvo’s sibling, under parent Geely, unveiled its first SUV last week, and the 3 rides on the same platform as the EX90 will. Expect similar levels of Google integration.) The latest tidbits are a few photos of the SUV’s interior, which will offer wool-blend fabric upholstery and authentic, cool-toned wood panels. Volvo emphasizes the sustainability of the wool option over leather, but we expect the EX90 to offer some sustainable type of hide when the vehicle comes to market. If you’re interested in the EV, add the word “Nordico” to your lexicon: It’s yet another upholstery option made from recycled synthetic materials, such as plastic bottles, and organic ones from responsibly managed forests in Sweden and Finland.

Exhaust: If you prefer minimalist luxury, rather than Mercedes’ or BMWs’ max-attack schtick, Volvo’s style is hard to beat. Its current interiors boast our favorite stereos and chairs in the sub-$100K range, so we’ll hold this range-topping SUV to a high standard. — Grace Houghton

The post Manuals endure at BMW M, Benz’s audiophile interior, Corolla Hybrid family grows appeared first on Hagerty Media.

Dealer inventories rise as sales slow

Intake: New vehicle inventories have climbed to 1.32 million vehicles in September,  according to Cox Automotive and the Automotive News Research & Data Center. It is almost a half-million vehicles more than where inventory levels were this time last year, and about 90,000 more than a month ago. But it’s down more than two million from September of 2019, before the pandemic hit. The data suggested that one reason inventory levels are up is because sales are down, allowing dealers to add more new vehicles to their stock.

Exhaust: Kind of a classic good news-bad news situation—more cars to sell but fewer customers to buy them, thanks to higher interest rates and generally higher prices on most everything. Selections were best, the study said, among high-profit, full-sized pickups, and that’s good news for dealers. —Steven Cole Smith

AMG’s first electric SUV outguns everything but the GT Black Series

Intake: The new EQE SUV is Mercedes-AMG’s most powerful electric model to date, and you’ll need a Black Series GT to outrun it. In 53 4MATIC+ guise with the AMG Dynamic Plus Package the AMG EQE delivers 687 horsepower to both axles thanks to two permanently excited synchronous motors—and permanently excited will also be the driver’s condition when all its electrons are unleashed to deliver a 0-62 mph time of 3.5 seconds. Mercedes-AMG says its massive 90.6 kWh battery can provide a range of up to 292 miles according to the European WLTP test, with up to 260 kW of energy recovery possible through regenerative braking. Power is nothing without control so there’s an AMG Ride Control system with adaptive damping, rear-axle steering and fully-variable all-wheel drive. The powertrain has a selection of drive programs from Slippery to Race Start and optional carbon ceramic brakes are available to put a stop to proceedings. Adding further entertainment is an AMG sound experience to create an “emotional soundscape” through the Dolby Atmos audio system. The AMG is distinguished from the Benz-badged version by a black panel radiator grille with chrome vertical struts, a unique front apron, wheel arch cladding and a rear diffuser, plus 21- or 22-inch AMG alloys.

Exhaust: A key omission in the published specifications is the weight. AMGs have always been heavyweight fighters but this takes things to a whole new level and while its tires might shred the pavement beneath its mass might just open up a sinkhole as well. Mercedes talks about using environmentally-friendly materials inside the EQE but this march towards heavier and heavier vehicles simply isn’t sustainable and undermines the eco credentials of EVs. —Nik Berg

Moke Californian returning to the U.S.

Intake: Moke is returning to the U.S. market with the “improved and more powerful” electric Moke Californian, 40 years since the original version was last sold in America. The Californian, the company says, will be the only “highway-legal” Moke vehicle available in the U.S. and first genuine version of the original Mini Moke to go on sale since 1982. The electric Californian, powered by a lithium-ion battery and a 44-horsepower electric motor driving the rear wheels, has a top speed of 50 mph and a range of 80 miles per charge. A full charge takes four hours on a Type 1 charger. The Californian is hand-built in the United Kingdom to the same “high specifications and standards” as the electric Moke that recently went on sale in Europe, but its name is a U.S. market-specific tribute to the 1977 Moke Californian—an uprated version of the Mini Moke that was sold in America and ceased production in 1982.

Exhaust: All we can say is, cute! Information on price and availability is coming soon, Moke International says. —SCS

Concussion ends Kurt Busch’s NASCAR hopes for 2023

Intake: Former NASCAR Cup champion Kurt Busch, who has been out of action since he suffered a concussion in a crash in July, said in an emotional announcement at his home track, Las Vegas Motor Speedway, that he would not compete for a championship in 2023, leaving the door open for one-off rides if he recovers. According to the Associated Press, Busch choked up when he said doctors told him: “It is best for me to ‘shut it down.’ I know I am not 100 percent in my ability to go out and race at the top level in the NASCAR Cup Series,” Busch said. “These are the best of the best drivers, and lately, I haven’t felt my best. My long-term health is priority number one and I don’t feel committing at this point to compete for a championship next year is in my best interest or the best interest of the team.”

Exhaust: Meanwhile, driver Alex Bowman has said he will miss at least five races at the end of this season due to the concussion he suffered last month. Both Bowman and Busch, since they had won races before they were injured, were eligible for the elimination rounds that will decide the championship, but both had to give up their spots. NASCAR has pledged to work on the problem, which is apparently that the rear on the new-for-2022 “Next-gen” car is too stiff, transmitting the shock in a crash straight to the driver without absorbing enough of the impact. The fix will likely be new rear clips and center-sections in the chassis, which are the same in all cars, manufactured by Dallara. —SCS