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20 Sir Donald Bradman Drive, Mile End, SA. 5031 Telephone: (08) 8152 5000 Six times winner - Dealer of the year. www.mbadelaide.com.au facebook.com/mbadelaideMercedes-Benz Adelaide
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The Mercedes-Benz Approved Pre-Owned warranty offers coverage against failure of most mechanical components, and a range of breakdown and roadside assistance anywhere in Australia.
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Issue 387 Contents
http://msa.mercedes-benz-clubs.com The Star Page 3
It is hard to believe, but here we are already in the second month of 2016. I hope that you all have had an enjoyable festive season, and have recuperated from your various exploits. Now it’s back to normal! In addition to my last musings about the presidents meeting in Stuttgart I would like to provide you with a few more facts and figures. Dr. Jens Tiemers, Vice president of marketing, advised that Mercedes Benz is currently selling some 188 000 cars every month, resulting in ~36 Billion Euros for the company. Juergen Wittman, in charge of archives and car-collection, informed us of the successes of early model sport cars in times gone by; and the current highlight of the C 111 and the 540K Streamliner on display at the museum. The museum itself intends to have special celebrations in 2016 to commemorate the 10th anniversary of the opening of the museum. There might be more about this elsewhere in this magazine. The press-communications manager Ralf Glaser disclosed that more than 3000 Journalists are guided through the museum each year; plus that there are over 70000 requests for group tours. He also advised us of the museums sponsorships of various other activities, like sport, fashion, art, etc. 580000000 (that is, 580 million!) spare parts for historic and classic cars are currently being held in store by Mercedes Benz. In Mercedes Benz’s terminology a car is considered “historic” some 15 years after the manufacture of a model range is discontinued. Where some spares need to be re-
manufactured the 3D printing process is to being considered beneficial. Probably not for us Aussies, but never the less of interest, is the forming of a new “Travel Club”, where members can hire classic cars (W 113 Pagodas, or W107 SL’s) for 200.00 Euros per day, but it also requires a once only joining fee of 2 000.00 Euros. If successful the scheme is planned to extend to the States and Eastern Asia as well; Australia is not on the list. Time will tell whether the ides will take on. I think that I now have mumbled on enough about the president’s conference 2015; it will not be long before preparations for the next one need to commence. On the social side of our club there have been some encouraging activities during the last few weeks. Although we presently do not have an official social coordinator, three keen ladies have put their heads together and established a (proposed) calendar of events for 2016. My personal thanks are extended to them. The first event, the pre-meeting bbq at the club rooms on Australia Day appears to have been a full success, with about 50 members attending. Thanks are in order to the ladies preparing the salads; and to the gents doing the cooking. Disappointingly not all members stayed for the meeting; it is considered though, to have an event like this more often. We also managed to sign up new members on the day. For February it is planned to visit Hindmarsh Valley Winery for wine and cheese tasting, followed by lunch at the Corio Hotel at Goolwa. �
THE STAR
ISSUE 387: March - April 2016 The bi-monthly publication of the official Mercedes-Benz Club of South Australia.
PO Box 393, Edwardstown SA 5039
Print Post Approved PP 100019177. CIRCULATION - 300 Magazines Per Issue, 6 Issues Per Year
Printed by PRESTIGE COPYING & PRINTING 4 Albert Street, Thebarton SA 5031 (see advert Page 26)
Cover design by Lauren Knight. Cover photographs courtesy Daimler Global Media Site & Awesome Photography: Models of the W123 Series & 40
th Birthday Convoy in McLaren Vale.
While every care is taken in the publication and printing of articles, such articles, advertisements and views expressed within this publication are the responsibility of each author and are not necessarily those of the Mercedes-Benz Club of South Australia Inc. Technical information is intended as a guide only.
DATES FOR NEXT MAGAZINE (#388)
Deadline for article/advertisement submission:
Tuesday 12th April 2016 Publication / Release Date:
Tuesday 26th April 2016
Presidents’ Report .......................................................... 3 - 4 Magazine Advertisers’ Index ................................................4 Newsroom ............................................................................5 Torque Back / Letters to the Editor .....................................6 40 Years of the W123 Series ........................ 7 – 11, 15 & 16 Trivia Quiz / Heritage Topics / Target Puzzle ................... 12 Club Events ....................................................................... 13 The Honour Rolls ............................................................... 14 Upcoming Events & Event Invitations ............................... 14 Christmas Lunch 2015 ...................................................... 18 Market Place & Club Merchandise .................................... 19 Australia Day BBQ & Milang Power Rally .......................... 20 Just for Laughs & 2016 Club Survey ................................ 21 Electric Mobility for Daimler Management ....................... 22 Febryary Informal Run ....................................................... 23 ‘I Drove The Wife’s Magna Into the Merc’ .................... 24-25 Historic Registration – 3 Yearly Inspections List............... 27 Historic Registration ......................................................... 28 New Members ................................................................... 29 Membership Fees & Club Contact Details ........................ 29 Members Page .................................................................. 29 Executive Committee Members & Office Bearers ............. 30
WANTED: ALL THINGS MOTORING/MERCEDES-BENZ!
We are always looking for LOCAL SA content for the magazine – so please contact the editor (details page 30) to submit your
story / article / classified ad.
Presidents’ Report (continued)
Page 4 Issue 387
On the First Sunday of the Month outing
in January about 20 members attended
and choose to drive in convoy to the
beach café at West Beach, where we
spent quite some time; some members
even stayed for lunch.
February saw a similar number of
members driving via some scenic roads
to Meadows (where some of us got
lost!) and then on to Victor Harbor. Due
to the late arrival we missed out on the
Swap Meet, but made up for it at the
fish and chips shop on the Esplanade;
probably the best serve of fish and
chips I’ve ever had. It was good to see
such a number of members attending
on these outings, especially after the
disappointing roll-up of only two cars in
November and December.
On the administrative side of our club I
can report that our treasurer Malcolm
suggested and succeeded in acquiring
the necessary equipment to enable
members to pay any dues by Credit
Card. Other news is that membership
applications by prospective members
must now be lodged in person at a
General Meeting. This will enable
committee, and members, to meet the
applicants.
This will be the last magazine for those
going to the National Rally in NSW before
leaving our shores. I believe that about 20
people have booked for the event; some
drive in convoy, some on their own
accord. I wish all of them a safe and
trouble free journey; it will be in excess of
3 000km, and a test for some of the older
cars.
In closing I wish all of you...
Happy Benzing
- Georg Eigen
MAGAZINE ADVERTISERS INDEX Below is a list of the sponsors who
support our club and where their
advertisments can be found in this issue.
Their generous support makes the
publication of this high quality magazine
possible. Please support them as they
have supported our club and be sure to
mention that you saw their advertisement
in ‘The Star’ magazine!
Name of Advertiser .................................. Page
Adelaide Tyrepower (Mile End) .................. 23
Corjay Automotive (Lockleys) ....................... 9
F Wann Motors (Edwardstown) ..................... 7
M&C Vehicle Trimming (Hindmarsh) ......... 26
Mainstyle Motors (Adelaide City) ............... 23
MB Auto Repairs (Findon) .......................... 20
Meinhardt Consulting Engineers ................... 4
Mercedes-Benz Adelaide .......... Inside Covers
Mercedes-Benz Authorised Repairers ............
....................................................... Back Cover
Mercedes-Benz Service Plans .................... 17
Olaf Zaworski MB Specialist (Bowden) ...... 11
Power Brakes SA (Gilles Plains) .................... 9
Prestige Copying & Printing (Adelaide) ...... 26
Shannons Insurance ..................... Back Cover
Willshire Motor Trimmers (Richmond) ....... 16
Newsroom
http://msa.mercedes-benz-clubs.com The Star Page 5
Mercedes-AMG S 63 4MATIC Cabriolet "Edition 130": Limited Special Anniversary Edition Affalterbach: Carl Benz and Gottlieb Daimler
invented the automobile in 1886. In so doing,
they established a tradition of constant further
developments and innovative new creations
that continue to this day. Mercedes-Benz's
sports car and performance brand are now
celebrating this 130th anniversary with the
exclusive special edition Mercedes-AMG S 63
4MATIC Cabriolet "Edition 130". Distinguished
by particularly exquisite appointments, the
special edition premiered at the North
American International Auto Show in Detroit.
The high-gloss special colour "alubeam silver"
paint finish, the Bordeaux red fabric top and
the matt black 20-inch 10-spoke wheels with
high-sheen rim flanges presents an exclusive
version of the open-top four seater.
The exclusive designo nappa leather
upholstery in Bengal red/black or optionally
crystal grey/black as well as the trim elements
in AMG carbon/piano lacquer black also
underscore the special position of this limited
edition, of which there are only 130 available.
Brake calipers painted red and floor mats with
Bengal red or crystal grey edging round off the
visual impression.
The non-binding list price in Germany is
226,457 Euros (including 19% VAT). Market
launch begins in April 2016.
Aside from the expressive design of the
exterior and interior, the four-seater cabriolet
offers the brand's hallmark Driving
Performance. The 5.5 litre V8-biturbo engine
with 430 kW (585 HP) output and 900 Nm
maximum torque, the performance-oriented
4MATIC all-wheel drive, acceleration from 0 to
100 km/h in 3.9 seconds and the high
performance composite brake system leave
nothing to be desired.
Mercedes-AMG S 63 4MATIC Cabriolet
“Edition 130”
Displacement: 5461 cc
Output: 430 kW (585 hp) at 5500 rpm
Peak torque: 900 Nm at 2250-3750 rpm
Fuel consumption combined: 10.4 l/100 km
CO2 emissions: 244 g/km
Acceleration 0-100 km/h: 3.9 s
Top speed: 250 km/h Electronically limited.
Mercedes-Benz plant Tuscaloosa starts the production of the GLS
Jason Hoff (in front in the middle), site manager
of the Mercedes-Benz plant Tuscaloosa, with his
team during job number one of the new GLS.
The luxury SUV celebrated its world premiere at
the Los Angeles Auto Show in November 2015.
“Here in Tuscaloosa, Alabama, the new GLS is
built on one assembly line alongside the GLE and
the GLE Coupé”, says Hoff. In 1995, the plant
Tuscaloosa started as the first major passenger
car facility of Mercedes-Benz outside Germany
and is considered as the nucleus of the
automotive industry in Alabama. The plant is the
traditional production location of the SUVs in the
global production network of Mercedes-Benz
Cars. In 2015, Tuscaloosa built more than
303,000 vehicles – an all-time record for the
plant, which celebrates 20 years of production in
early 2016.
Demand for the SUVs from Mercedes-Benz
continues at a high level. Sales in January were
62.5% higher than in the prior-year month and
rose to the new record of 53,966 units. In 2015,
Mercedes-Benz renewed almost its entire range
of SUVs. The new models have had an excellent
reception from the customers: Sales of the GLC,
the updated GLE and the new addition to the SUV
portfolio, the GLE Coupé, were at record levels.
The GLS, the "S-Class among SUVs", once again
raises the bar in its segment. The only full-
fledged seven-seater in the European premium
SUV segment boasts ample spaciousness and
combines luxury with impressive levels of
comfort, agile dynamics and also best-in-class
safety. Whether put to everyday use or venturing
off the beaten track - the GLS meets all
requirements effortlessly and comfortably. For
customers in the US the new GLS will be
available from now on, the market entry in
Europe follows in spring.
Anniversary at the Mercedes-Benz plant in Hungary: Kecskemét plant produces 500,000th passenger car Kecskemét - Laid end to end, the 500,000
Mercedes-Benz models produced at the
Hungarian plant would stretch from Kecskemét
to the lead plant in Rastatt, Germany, and all
the way back again. 500,000 vehicles have
rolled off the production line since the plant
opening on 29 March 2012. The five hundred
thousandth passenger car from Kecskemét is a
cosmos black CLA, which is going to a
Hungarian customer.
The Kecskemét plant largely contributes to the
international success of Mercedes-Benz with
its production of the B-Class, the CLA and the
CLA Shooting Brake. The CLA and the CLA
Shooting Brake are produced exclusively in
Kecskemét for all markets worldwide. The
compact cars are continuing on the road to
success at Mercedes-Benz: In January, 45,840
customers decided to buy an A-Class, B-Class,
CLA, CLA Shooting Brake or GLA, representing
a 35.9 percent increase in unit sales compared
with the same month last year. One year ago,
the number of compact models delivered to
customers worldwide increased by 25.8
percent, to a total of 582,531 passenger cars.
The Mercedes-Benz plant Kecskemét is part of
the compact-car production network. In
addition to Kecskemét, the compact-car
network includes the lead plant in Rastatt
(Germany) and BBAC in Beijing (China), where
the GLA compact SUV is produced for the
Chinese market. Furthermore, Mercedes-Benz
Cars uses the Finnish contract manufacturer
Valmet Automotive to produce additional A-
Class models. Last year, the plant Kecskemét
produced over 183,000 passenger cars.
The Kecskemét site is currently investing 15
million euros in an innovative logistics
concept. The plant's logistics hall is being
expanded considerably to supply parts directly
to the production line. This expansion is
greatly influenced by the digital
transformation: the new shopping cart-based
logistics system has brought about visible
changes in the plant's assembly section as
there are now no shelves filled with boxes and
parts to be seen anywhere on the production
line. The associated logistical supply processes
have likewise changed almost beyond
recognition: the previous transport routes
became free, and driverless transport systems
take the shopping carts from the picking zone
in the logistics centre to the assembly line
automatically. Here the employees remove the
parts from the shopping cart at the relevant
workstations and install them in the vehicles.
Mercedes-Benz Cars Operations is responsible
for passenger car production at 26 locations
around the world involving round about 70,000
employees. Mercedes-Benz Cars produced
more than 2,059,000 Mercedes-Benz and
smart passenger cars last year, marking the
fifth record in a row.
'Torque Back' - Issue 387
Page 6 Issue 387
DO YOU REMEMBER YOUR FIRST
CAR? 1948 wasn’t such a good year for cars, most models being a rehash of pre-war products. So it was with my first ‘jalopy’; a 1948 P3 Rover sedan. An interesting innovation to this car was ‘freewheeling’ which, when engaged, allowed you to change gears without depressing the clutch. Handy, but it had a distinct disadvantage. No matter which gear you were in, the engine would not slow the vehicle down…. so you needed very effective brakes; no discs in those days, all hydraulic ‘stoppers’ with still some ‘mechanicals’ getting around in the none-too-affluent post-war years. This was 1962. Today, you would have little hesitation in buying a well-serviced 2001 Mercedes Benz; say an S320. ‘As new’ may be its advertised condition. But my Rover, although only 14 years old, was far from new and it was almost ‘agricultural’ to drive. But I loved it. Some innovations were quite novel, such as the single chrome bar that one used to raise/lower the driver’s side window. It also had a blind to cover the rear window, raised by way of a cord above the driver’s door. But the ‘crowd’ favourite was the hand-operated sunroof. None of my passengers could resist standing up through the roof to make their presence known at the ‘drive-in’. Remember them, the drive-in
picture theatres? There must have been fifty or more, dotted around Adelaide’s suburbs and our country towns. No more. But, back to the brakes. I was broke in those days and ‘maintenance’ amounted to topping up the radiator and occasionally changing the oil. One day, this lack of attention to detail caught me out, in a most ‘exciting’ way. At the corner of West and North Terraces, I turned left into the start of Port Road, where the new hospital is now being built. As I passed the Thebarton Police barracks, the brake pedal fell off….. a bit disconcerting. Fortunately, traffic was much lighter in those days and, with no median strips in place, I managed to heave on the handbrake while swerving right into a ‘No Entry’ gateway at the entrance of Bonython Park. I drove gingerly home using the handbrake to slow me down…. no free-wheeling this time. The brake pedal shaft had rusted through. So, as one did in those days, I carried out rudimentary repairs. Long story short, I cut off the rusted end and bolted the remainder of the shaft back in place…. worked perfectly, but I traded that car in, ‘real sharpish’.
- Alastair Henderson
FROM THE EDITOR I still have my first car – a 1964 Morris Mini 850 which I bought for $475 in 1998 at the
tender age of 14 – thankfully I resisted the peer pressure and temptation as a P-plater to hot up the motor and try to turn it into a Cooper replica and now I have one of the few original 850s in existence. It certainly makes for an interesting shed mate to the Fintails – the W110 and W111s are on another level entirely when it comes to
technical innovations, build quality, safety and comfort but they could never match the little Mini through the windy hills roads!
I have to admit I’ve been a little unfaithful to the 3-pointed star brand of late, playing around with Trabants, White Vans and a few other non-MBs that I dismantled for parts. The latest purchase is another German, but once again very different to the Finnies. I’ve been toying with the idea of replacing the white van with something a bit more ‘classic’ – while very practical it is the epitome of a ‘whitegood’. Mercedes Benz vans prior to 1995 don’t really exist here in Australia, so about the only choice you have for a van you can put on historic is a Kombi. So I started looking around for a late 70s Kombi, thinking I could find one for a few thousand. Nope. Not even close! In the past few years the price of Kombi vans has gone through the roof! Not just the split window and low-light early 70s models but for a basic ‘bay window’ 75 onwards model you are paying $5k for a wreck and at least $8-10k for something drivable with moderate rust. Pop top campers are upwards of $15k and 21 window splitty buses are now fetching over 6 figures!!! So when I saw a 1975 VW Passat station wagon advertised for a mere $500, I was instantly curious. Compared to the price of a Kombi or Mk1 Golf, it seemed almost too cheap. Went to have a look and it started, drove, was complete and the body was straight with only minimal rust. It had been on the market for 3 months but not sold… until now. While not as capacious as a van, the towbar, roof racks and rear seat folded down should be more than enough to transport all of my car parts, furniture, firewood and whatever else in outrageous 70’s style (it’s VERY yellow!). So the past few weeks have been spent on servicing and attending to all of those ‘new car’ fix it jobs. Whenever I buy a car I like to give it a ‘birthday’ service where I replace every consumable, filter, fluid, belt, hose etc etc so I know it’s mechanically sorted. I still have a fair bit of polishing and cleaning ahead of me though! And don’t worry; I’m still driving the Finnies at least once a week to keep them happy! So until next time, say hi to your Benz for me!
- David Knight
If you would like to send a letter or anything for inclusion on this 'Torque Back' page, please contact the editor (details on page 30). Left: Cartoon courtesy Alastair Henderson
40 Years of the W123 Series
http://msa.mercedes-benz-clubs.com The Star Page 7
I was a little nervous when putting this article
together for the magazine. How does one sum
up the history of one of the most popular and
well-loved Mercedes-Benz models ever made?
This model series is the 2nd most popular
model in our club and is regarded by many car
enthusiasts as ‘the finest saloon car of the
20th century’. Ask anyone to draw a picture of
an ‘old Mercedes’ and they will probably either
draw an SL or a W123. With over 2.7 million
produced, more people have probably been a
driver or passenger in a W123 than any other
Mercedes-Benz model. Over the next six pages
I can only hope to capture some of the history
of this landmark model.
In 1968, just months after the launch of the
W114/115 ‘stroke 8’ series compact models,
engineers began to
draw up the
specifications for the
new model series.
Greater safety,
improved comfort
and better
serviceability were
the demands made
of the Mercedes-
Benz design
engineers. In the
early stages of
development new
design sketches
were repeatedly
thrown into the ring – there was a wide spectrum
of design studies ranging from attempts of a
gentle facelift of the existing model series to
futuristic visions with sharp edges, roofs with
huge overhangs at the back, steep rear windows
and massive rubber bulges around the body. But
by 1973 the shape of the W123 had been
virtually finalised. Preliminary prototypes had
been completed by 1974 and safety tests began
with impact tests in the summer of 1974.
In developing the new model the design
engineers set particular store on an even higher
level of safety for the occupants. This was a topic
of increasing debate in the 1970s and resulted in
new regulations. On January 1, 1976, the Federal
Republic of Germany made the wearing of seat
belts for front seat passengers compulsory. In
keeping with this trend,
vehicle development
focused on restraint
systems and passenger
compartments
designed to minimise
sources of injury.
Mercedes had
previously started work
on the development of
airbags and the W123
would be the first
model in the E-Class
lineage to be equipped
with airbags in 1982.
In technical terms the
123 series was an
entirely new design, but
was modelled both on
its predecessor
(W115/114) and the
new S-Class of 1972
(W116). Other features
borrowed from the S-
Class included the
double-wishbone front suspension, in which
the steering swivel axes of the wheels were
aligned so that their imaginary extension
coincided with the contact patch of the tyre on
the roadway. This neutral setting (zero scrub
radius) ensured that the wheels would not be
deflected inwards or outwards during braking.
The double-wishbone front suspension meant
the elimination of the subframe, which had
been introduced in the "Ponton" and presented
the engine, transmission and front suspension
as a unified whole. At the rear was a diagonal
swing axle, which had proven its value in the
W115/114.
Occupant safety was served particularly by the
combination of an even sturdier passenger
compartment with large crumple zones: the
front and rear ends of the vehicles were
designed for controlled deformation in a
collision to absorb appreciably more impact
energy than was the case in earlier designs.
The central section of the body, the so-called
safety cell (patented in 1951), had even more
stability owing to the incorporation of stronger
box sections in the roof frame and the six roof
pillars. Stronger door beams ensured better
impact protection.
The steering column of the 123 series was also
optimised with a view to the driver's safety: a
corrugated tube connected the jacket and the
steering gear with each other. In an accident,
the corrugated tube could buckle in different
directions. This reduced the danger of the
steering column penetrating into the
passenger compartment (lance effect). This
and the rigid passenger compartment with
crumple zones were inventions of Béla Barényi,
the pioneer of passive vehicle safety at
Mercedes-Benz. The W123 marked the
premiere of the safety steering column,
patented in 1963, as a complete system.
The place of the new model in the product line-
up was recognisable at a single glance. Like
the S-Class W 116 and the new SL of the 107
series, the W123 had horizontal headlamps
instead of the earlier upright configuration. The
majority of models featured round headlamps
in pairs behind a common rectangular lens.
Only the top-of-the-range versions 280 and
280 E had rectangular halogen wide-band
headlamps (see picture below).
At its launch in January 1976, the Mercedes-
Benz 123 model series offered a persuasive
combination of elegance and multiple technical
innovations. �
40 Years of the W123 Series (continued)
Page 8 Issue 387
Initially, only the saloon was available. The new
intermediate-class saloon was presented by
Mercedes-Benz to the specialist media from
22-28 January 1976 at the Paul Ricard Circuit
in southern France. A train specially chartered
for the purpose from the Deutsche
Bundesbahn (the German Federal Railway)
transported the fleet of test and demonstration
vehicles from Stuttgart to France. Mercedes-
Benz was able to introduce nine different
models, from the 200D to the 280E, with a
broad spectrum of equipment and
appointments – in total 33 variously appointed
and equipped vehicles from the 123 series
made their public debut to the motoring media
under the Mediterranean sun.
Technically, there was nothing particularly
revolutionary about the W123 - features such
as the self levelling suspension, independent
rear suspension and the engines and driveline
had all appeared in previous models – but it
was the way that the model seamlessly
integrated all of its features in such a
streamlined and ergonomic way that caused a
sensation (in much the same way the W126
would when it was launched).
A strong emphasis was placed on safety - not
only through the strength and safety features
of the car itself but by the ergonomics of the
car, which promoted a ‘relaxed driving style’
and therefore safer driving through comfort
and keeping the drivers’ eyes and mind on the
road. The W123 was ergonomically superior to
any previous model, with large chunky knobs
and dials arranged intuitively, instruments that
were curved to face the driver and weren’t
obstructed by the steering wheel. It wasn’t all
talk either – you could sit in a W123 with a
blindfold on and operate all of the controls
with ease. All round visibility was excellent and
the car was highly manoeuvrable with
predictable handling and superb ride comfort.
The design philosophy of the car was
promoted as being that ‘the function dictates
the form’ – with the large tail and indicator
lights (ribbed to prevent dirt from obscuring
them) being touted as examples of this. Small
touches such as the little ‘tongue’ bonnet
release that popped out of the grille and the
bonnet that opened up to 90 degrees were
examples of the extreme attention to detail
that had been put into the design. It really did
seem that the engineers at Mercedes-Benz had
thought of everything. Combine this with the
exceptional build quality and the choice of
engines that had proved popular in previous
models and the response from the media was
consistently positive – for the car's
engineering as well as for its design.
Simply put, the buying public went ballistic: as
a tribute to the car's instant popularity (and
possibly to the caution built into the
production schedules), the first year's
production sold out completely shortly after
the launch. 9 months later a ‘black market’
had developed in Germany for Mercedes-Benz
W123s available for immediate delivery.
Customers willing to order new cars from their
local authorized dealer for the recommended
list price faced waiting times in excess of twelve
months, while models that were barely used and
were available almost instantly commanded a
premium over the new price of around DM 5,000.
Perhaps the initial public reaction to the new car
could best be described in the picture below
which was taken for the cover of the sales
brochure – in the sunbeam Talbot diagonally
behind you can see the driver with his mouth
wide open and pointing enthusiastically to the
new car – showing just how much of a stir the
W123 created when it first hit the streets in ’76.
The lines and shape of the saloon were very well
received – while the W116 gave a more imposing
impression with its wider and lower stance, the
W123 was beautifully proportioned with short
overhangs, excellent visibility and an excellent
balance of chrome and bright work, contrasted
with black trim. A testament to how the
designers ‘got it so right’ is the fact that the
exterior styling of the W123 was not changed at
all during its entire model run, unlike the models
before and after which received significant
facelifts and sheet metal changes midway
through their model cycles.
At the premiere of the new model the W123 was
offered not only as a saloon, but as a chassis too,
in keeping with Mercedes-Benz
tradition. Mainly Binz (Lorch) and
Miesen (Bonn) built ambulances on
this basis; hearses were created by
Pollmann (Bremen), Rappold
(Wülfrath), Stolle (Hanover) and
Welsch (Mayen). The chassis with
standard wheelbase (2.80m) was
given the series number F 123 and
were initially offered as the 240D and 230. The
extended chassis with a wheelbase of 3.43 m
(VF 123) was initially available for the 240D,
300 D and 250.
The first W123 models fell back on proven
technology for the engines - the only new
engine variant was the 2.5-litre six-cylinder
single overhead cam M 123 for the model 250
(95 kW/129 hp). All of the other eight engines
had previously been available in the
W114/115 ‘stroke 8’ series: the carburetted
in-line four-cylinder M 115 was used in the 200
(69 kW/94 hp) and 230 (80 kW/109 hp); the
top-of-the-range 280 (115 kW/156 hp) and
280 E (130 kW/177 hp) models were amply
powered by the M 110 in-line six-cylinder (as
carburettor and injection engines). The diesel
models 200D (40 kW/55 hp), 220 D (44
kW/60 hp) and 240D (48 kW/65) featured the
four-cylinder engine OM 615/616; the 300 D
model (59 kW/80 hp) was powered by the
five-cylinder 3.0 litre OM 617.
In 1977 three additional body variants were
introduced to the W123 series: the coupe, the
long-wheelbase saloon, and for the first time in
the brand’s history a factory-built station
wagon, demonstrating the versatility of the
new model series. Compared with its
predecessor, the coupe was much more
independent in its design and the station
wagon inaugurated an entirely new body
variant in series production at Mercedes-Benz.
In March 1977 the coupe caused excitement
at the International Motor Show in Geneva.
Whereas the coupes of the "Stroke 8" series
very closely followed the styling of the saloon,
the new 230 C, 280 C and 280 CE models
were distinctly more autonomous in character.
Particularly the wheelbase, 8.5 cm shorter
than that of the four-door version, in interplay
with the lower roof and the sharply raked
windscreen and backlight, gave the car a
stockier, sportier look. The developers also
improved the vehicle safety: a stiffened roof
frame structure with high-strength roof pillars
and reinforced doors resulted in an even
sturdier safety passenger cell. The C 123 also
profited fundamentally from the body design of
the saloon, with its front and rear crumple
zones designed for controlled deformability.
The coupe also shared the suspension
(diagonal swing rear axle and double-wishbone
front suspension with zero scrub radius) and
brake system with the four-door cars.
Appointments of the two-door versions were
on par with the top-of-the-range 280 & 280 E
saloons. For all three coupe models this
included wide-band headlamps, chromed air
inlet grilles in front of the windscreen and
chrome strips under the taillights. �
40 Years of the W123 Series (continued)
Page 10 Issue 387
In August 1977 the long-wheelbase sedan hit
the roads: the wheelbase of the V 123 (3.43m)
was 63 cm longer than that of the saloon
(2.80m). That provided enough space for a
third seat bench and made the car a
comfortable taxi, company car or hotel limo for
seven passengers. The 250, 240D and 300 D
models were offered with long wheelbase and
had the same engines as in the W123.
Despite its imposing proportions, the long-
wheelbase saloon was not intended as a
limousine or luxury transport as indicated by
the sales which were mostly diesel engines
against the 250 petrol model. Rather, this body
variant served as a sophisticated touring car
for several passengers. Operating for hotels
and trade fair companies and as a large-
capacity taxi, the V 123 impressed with its
high degree of ride comfort and great
spaciousness. Many characteristics of this
body variant were adopted by well-equipped
vans.
Mercedes-Benz station wagon conversions had
previously been available through
coachbuilding firms, such as Binz, Miesen and
IMA – the most popular of which had
previously been the W110 and W111 Fintail
‘Universal’ series wagons which had been built
by IMA in Belgium – a chassis minus the roof,
rear doors and rear sheetmetal was delivered
from Mercedes-Benz to the coach building
firms who then completed the rear bodywork.
During the design phase of the W123 there
were still reservations about a station wagon
as a fully-fledged member of the model family.
The reason for this negative attitude was
mainly to do with the reputation station
wagons had at the time. The critics warned
that this body type was too reminiscent of
industry and the trades. They felt this was
incompatible with the claim staked by a car in
the Mercedes-Benz upper mid-range.
On the other hand, market research conducted
during development of the concept for the 123
series showed there to be a definite demand
for a sporty, luxurious five-door from quite a
different segment of the market: the station
wagon was well on its way to becoming a
family and leisure car. The Board of
Management realised this too and gave the go-
ahead for the project in 1975. In the German
market, though, the new Mercedes would not
bear the typical German name for a station
wagon, Kombi, and in 1975 the former
designation Universal also failed to gain
approval. At first the
designation Station
wagen was
considered meaning
that instead of "250
K" or "250 U" the small six-cylinder variant with
the load compartment would get the label "250
St" on the tailgate. Finally, it was decided that
the suffix "T" should indicate the new variant, the
letter standing for Tourism and Transport (the
unusually high demand following its launch also
suggested it stood for "Trendy"!). Only the
internal series designation still recalled the term
Station wagon: the model was coded S 123.
The S 123 was introduced at the Frankfurt Auto
Show in September 1977 and series production
commenced at the Bremen plant in April 1978.
Technically the vehicle conformed to the saloon:
drive system, brakes and suspension were
identical, as were the exterior dimensions
(length, width and wheelbase). But the rear end,
with the high trailing edge of the roof and the low
sill of the load compartment, made the new
model variant a true spatial miracle. Even when
the standard seats were occupied by the driver
and as many as four passengers, the station
wagon still offered 523 litres of space for loading
up to the window line. And with the rear seat
bench folded down, the load compartment
capacity was 879 litres up to the window line.
The concept additionally offered a number of
options for flexible configuration of the interior.
As an optional extra, the rear seat bench could
be supplied with an asymmetric split. As
required, one third or two thirds of the backrest
could then be folded down. Additional folding
seats facing the rear of the vehicle and stored in
the load compartment floor were also available
on demand. These features made for particularly
flexible stowage space – appropriate for a well-
appointed vehicle for family and sports, tourism
and transport.
Automatic hydropneumatic level control made for
a high degree of ride comfort irrespective of the
load carried. This could be as much as 45
percent of the station wagon’s kerb weight,
which tipped the
scales at 1500
kilograms. As an
optional extra, the
station wagon could
be equipped with 15-
inch wheels,
alternative springs
and shock absorbers,
and a stronger brake
booster, in which case
the safe load capacity
of the station wagon
rose from the
standard 560 kilograms to 700 kilograms.
Further options included a child bench seat in
the load area and chromed roof rails. The rails
became standard equipment in the summer of
1978. All station wagon models were fitted
with carpeting throughout, i.e. in the cargo
area too. Unlike in the station wagons of other
manufacturers, different materials were not
used in order to distinguish between
passenger and cargo areas. The attention to
detail, ergonomic design and the high standard
of finish in the rear underscored the success of
the T-model and reinforced the impression that
it was a fully integrated station wagon design
and not simply an adaptation or conversion of
a sedan.
The new body variant was initially offered as
the 230 T, 250 T and 280 TE models, as well
as the 240 TD and 300 TD. For all models
light-alloy wheels were available as an optional
extra, but only the 280 TE model had
rectangular headlamps. The station wagon was
built in Bremen. Only the models shown in
Frankfurt and the first 100 vehicles of the
series were produced in Sindelfingen. Seventy
workers from the Bremen plant came to
Sindelfingen for intensive training in the
production of the new station wagon series,
during which time 40 specialists from the
parent plant of the W123 put finishing touches
to the production facilities for the station
wagon in North Germany. Such painstaking
preparations were largely responsible for the
tributes that would later by heaped on the S
123 for its precision craftsmanship. �
40 Years of the W123 Series (continued)
http://msa.mercedes-benz-clubs.com The Star Page 11
In early 1979, the diesel models power output
was increased; power rose from 40 kW/54 hp
to 44 kW/59 hp in the 200D, from 48 kW/64
hp to 53 kW/71 hp) in the 240D and from 80
59 kW/79 hp to 65 kW/87 hp in the 300D; at
the same time, the 220D ceased production.
The first Mercedes turbo diesel production
W123 appeared in September, 1979. This was
the 300 TD Turbodiesel, available with
automatic transmission only. In most markets,
the turbocharged 5-cylinder 3 litre diesel
engine (Type OM617) was offered only in the T
body style, while in North America it was also
available in saloon and coupé guises.
In September 1979 the W123 series received
its first major facelift, although from the
outside the changes were indistinguishable.
The interior received a major revamp with new
seat coverings and revised trim colours. The
‘cow horn’ headrests were rounded off and the
seat texture and pattern changed. Many of
these changes were in line with the
introduction of the W126 series and used the
same components.
The ‘Tabacco’ (dark brown), ‘Parchment’ (off
white) and ‘Moss Green’ upholstery colours
were deleted and replaced by ‘Siena’ (a
brownish red), ‘Cream’ and ‘Olive’. The pattern
of the seat fabric and shape of the headrests
was also changed to reflect those of the W126.
The instrument cluster was revised, with
symbols replacing text on the gauges and arrows
eplacing the triangular symbols for the indicator
warning lights. The steering wheel was replaced
to match the W126 as was the switchgear for the
power windows and centre console controls.
Models with air conditioning gained a
thumbwheel control instead of the large knob on
earlier models. All of these subtle changes
helped to give the interior of the W123 a more
modern feel and cut ties with its 70’s origins.
Around 1981 the self-levelling suspension was
phased out from the sedans in favour of
conventional springs in the rear and a vacuum
operated headlight adjustment system which
allowed the headlights to be aimed lower or
higher depending on the load in the rear. At the
same time the diesel engine cars benefitted from
revised glow plugs which cut cold start waiting
times from 30 to 8 seconds – the older models
had low voltage glow plugs wired in series
whereas the new system used individual 12 volt
glow plugs wired in parallel for faster heating.
Many of these changes were introduced as
‘running changes’ throughout the series 2
production run – for example many cars around
the 1979/80 period left the factory equipped
with both SLS suspension and the vacuum
operated headlight adjustment.
During production of the W123, the output of
various models was improved on several
occasions and new models were added. June
1980 saw the introduction of new four-cylinder
petrol engines (Type
M102 which would
eventually power the
new W201 190 series).
The new 2 litre four with
shorter stroke replaced
the old M115 in the 200
and a fuel-injected 2.3 litre version of this
engine (in 230E/TE/CE) replaced the old
carburetted 230. Both engines were more
powerful than their predecessors
(80kw/109hp in the 200 and 100kw/136hp in
the 230E). In 1980/81 the carburetted M110
280 versions went out of production; the fuel-
injected 280E continued to be offered.
In October 1980 the turbodiesel models were
made available for the German market. At its
1980 launch, with a basic price of DM 37,200
the Turbodiesel was almost the most
expensive production model of the 123 series
(only the 280 CE cost more). The turbocharged
diesel models had the more upscale
appointments, including rectangular wide-band
headlamps and chromed air inlet grilles in front
of the windscreen.
The third and final facelift was carried out in
September 1982. The rectangular headlights,
previously fitted only to the 280/280E, were
standardized across the board, as was power
steering and headrests for the rear seats.
Since February 1982 an optional five-speed
manual transmission was available in all
models (except the automatic-only 300
turbodiesel). Inside, the rear panel of the front
seats was contoured to provide extra legroom
for rear seat passengers. These 3rd series cars
were generally better equipped, typically with
woodgrain trim and more options (power
windows, cruise control etc).
A new range of exterior colours was available
with the series 3 cars – with 15 new colour
choices introduced from 1982-1984. �
Continued page 15
Below: Series 1 (top) and series 2/3 (bottom)
version centre console arrangements.
Trivia Quiz
Page 12 Issue 387
130 Years Ago: March 8 1886: Gottlieb
Daimler orders a carriage from "Wilhelm
Wimpff & Sohn" in Stuttgart. Later that year his
high-speed engine is fitted into the carriage at
Maschinenfabrik Esslingen - thus creating the
first Daimler four-wheeled motor vehicle.
March 25: Gottlieb Daimler is granted Patent
DRP 36811 for his surface carburetor.
125 Years Ago: March 2 1891: Daimler-
Motoren-Gesellschaft is recorded in the
Commercial Register of Companies. William
Steinway's "Daimler Motor Co." starts to
manufacture America's first working motor car
engine under license in Hartford,
Connecticut/USA, according to Gottlieb
Daimlers original blueprints. Karl Benz
embarks on the design of the four-wheeled
"Victoria" car - turning his back on the three-
wheeled design used hitherto.
120 Years Ago: April 2 1896: Benz & Co. open
a branch in Stuttgart.
115 Years Ago: March 25 – 29 1901: A 35 hp
Mercedes wins the Nice - Salon - Nice race
(distance: 392 km). At the wheel is company
driver Wilhelm Werner, who also wins the Nice-
La Turbie hill race at an average speed of 51.4
km/h. The new car is so successful that Paul
Meyan, secretary general of the French
automobile club, subsequently wrote: "Nous
sommes entrés dans l'ère Mercédès" (We have
entered the Mercedes era).
105 Years Ago: April 23 1911: At Daytona
Beach, Florida/USA, Bob Burman in "Blitzen
Benz" clocks up an average speed of 228.1
km/h for the mile from a flying start - the highest
speed ever achieved by a road vehicle and a
world record which remains unbeaten until 1924.
85 Years Ago: April 12 – 13 1931: The 1,000
mile race in Brescia, Italy (1,635 km) is won by
Rudolf Caracciola and Wilhelm Sebastian in a
Mercedes-Benz "SSKL" at an average speed of
101.1 km/h. Caracciola is the first non-Italian
winner in the history of the "Mille Miglia" race.
80 Years Ago: March 4 1936: Zeppelin airship LZ
129 "Hindenburg" makes its maiden voyage. With
its four Daimler-Benz DB 602 (LOF 6) aero-
engines each producing 1,050 hp, it makes three
trips to South America and ten scheduled
journeys to North America, covering a total
distance of 308,000 kilometers.
65 Years Ago: March 1951: The introduction of
the O 6600 H marks the complete separation of
bus and truck chassis construction. April 19 - 29:
At the Frankfurt Motor Show the 6-cylinder 220
(W 187) and 300 (W 186 II) are launched.
50 Years Ago: March 1966: The Düsseldorf plant
produces its 100,000th power steering unit.
45 Years Ago: April 14 1971: Presentation of the
new 350 SL sports car (107 series), fitted with
numerous safety innovations. April 20: Four and
a half years after production began, the
1000,000th 309/310 series van leaves the
assembly line at the Düsseldorf plant.
35 Years Ago: March 5 – 15 1981: At the
International Motor Show in Geneva, Daimler-
Benz becomes the first automobile manufacturer
to present the SRS airbag and seat belt
tensioners as important elements of passive
safety. March: The new customer delivery
center in Sindelfingen opens its doors. March:
As part of a project supported by the Federal
Ministry for Research and Technology and
entitled "Alternative Propulsion Systems" two
O 305 busses are put into regular service in
Berlin to test methanol driven engines. At the
same time a fleet test gets underway involving
30 methanol powered 280SE cars.
30 Years Ago: March 2 1986: The first 6 km of
the suburban regular service O-Bahn network
in Adelaide are completed. The O-Bahn buses
glide, without steering, along the specially built
guideway using their lateral guide wheels at a
speed of up to 100 km/h. Daimler-Benz
supplies the 92 buses (of which 51 are
articulated) and also has a significant say in
the construction of the guided busway track.
March 17: The new T2 (507 D - 811 D) series
Mercedes-Benz large van is unveiled in Rome.
25 Years Ago: March 7 – 17 1991: The new S-
Class (140 series) featuring the 300 SE/SEL,
400 SE/SEL, 500 SE/SEL and 600 SE/SEL
models, makes its debut at the Geneva Motor
Show. May: The corporate representative
office in Washington is officially opened.
20 Years Ago: March 7 – 17 1996: At the
Geneva Motor Show Mercedes-Benz presents
three new world innovations as part of its
product drive: the new C- and E-Class station
wagon models (202 and 210 series) and V-
Class MPV (638 series) are all unveiled to the
public.
While we are concentrating on the W123 in this
issue, Mercedes-Benz has just launched a new E-
class generation (pictured far right) which will be
featured in our next magazine.
� How many previous generations of the
E-Class have been produced?
� In which country is the E-Class the top
selling large luxury car of all time?
�
How many words of two or more letters can you make using only the 9 letters in the squares
shown? Each word must contain the letter in the middle/black square. No plurals, proper nouns,
names or hyphenated words. There is also one automotive-themed word for you to find that uses
all nine letters (9 letter word hint: synthetic material). Solution in next magazine (#388). GUIDE -
30 good, 35 excellent, 40+ outstanding
Solution to Issue 386 Target - 9 Letter Word: CRASHTEST; arch, art, arts, as, char, chart, chat, crash, hart, hat
Rat, star, starch, tar, tart, that, tract, trash, tsar. There may also be more solutions depending on which
dictionary you used!
� How many engine choices will be
available in the new model?
� Which models does the new E-Class
take styling cues from?
Stay tuned for the answers and more in
issue 388!
Club Events
http://msa.mercedes-benz-clubs.com The Star Page 13
* There may be additional events in May / June – details in the next magazine.
• CLUB MEETINGS are held at the Combined Car Clubs (Triple C) Clubrooms, Glandore Community Centre on the corner of Clark Avenue and Naldera Street, Glandore SA 5037. Enter via the car park on Clark Avenue.
• EXECUTIVE COMMITTEE MEETINGS are held at the same venue. Members are welcome to attend if you wish!
• Please inform the executive committee or social coordinator if you have any ideas for future events that members could partake. We welcome any members wishing to organise and coordinate a club activity.
• It may not be vital when no forward payment is required, but it is very difficult to arrange for additional meal places to be set at short notice. Conversely, we do appreciate being informed if you find you cannot attend. We thank the membership in advance for doing the right thing, as it will assist in preventing our collective premature hair loss!
MARCH
6 Monthly Informal Club Run: Meet on the First Sunday of every month at the Burnside Town Hall
Car Park, Cnr Greenhill & Portrush Road at 10.00 am. 8 Executive Committee Meeting: 8.00 pm at the Clubrooms, Glandore. 11-
14 2016 National Rally of the Mercedes-Benz Clubs of Australia: Hosted by the NSW club.
More details on the NSW club website: www.mbcnsw.org.au
22
Historic Registration Inspections and General Meeting with Guest Speaker: Historic
Registration Inspections from 7:00pm, presentation starting at 8.00 pm at the Clubrooms, Glandore. Georg is trying to organise a presenter from the Australian Retired Persons Association to give a presentation at 8pm. General Meeting to follow. This is your last chance for Historic Vehicle
Inspections! See page 27 to check if your vehicle is due for the 3-yearly inspection.
APRIL
3 Monthly Informal Club Run: Meet on the First Sunday of every month at the Burnside Town Hall
Car Park, Cnr Greenhill & Portrush Road at 10.00 am.
*Please Book By 22
nd March *
10 Run to Mintaro Maze: Jacka Road, Mintaro, Clare Valley. Meet at Cavan Hotel Car Park at
10:00am. Cost is $25/Adults & $15/Child. Please book by 22nd March. See page 14 for further details.
12 Executive Committee Meeting: 8.00 pm at the Clubrooms, Glandore.
*Entries Close April 1st *
17 McLaren Vale Vintage & Classic: Join us for the 11th running of this popular event. Entries
close 1st April! Convoy run departs Windy Point Restaurant Carpark at 9:00am. See page 14 for further details.
26 General Meeting: 8.00 pm at the Clubrooms, Glandore.
MAY*
1 Monthly Informal Club Run: Meet on the First Sunday of every month at the Burnside Town Hall
Car Park, Cnr Greenhill & Portrush Road at 10.00 am.
10 Executive Committee Meeting: 8.00 pm at the Clubrooms, Glandore.
*Please book for Lunch * 22
Guided Tour of Waite Arboretum, Walter Young Ave, Urrbrae (off Fullarton Rd) followed by
lunch at The Edinburgh Hotel. $5/head for the tour – You will NEED sturdy shoes. Lunch at the Edinburgh Hotel is $25/head (to be confirmed) – need a minimum of 25 people for this otherwise it is just normal menu. Meeting time and place to be advised in next magazine.
24 General Meeting: 8.00 pm at the Clubrooms, Glandore.
JUNE*
5 Monthly Informal Club Run: Meet on the First Sunday of every month at the Burnside Town Hall
Car Park, Cnr Greenhill & Portrush Road at 10.00 am.
14 Executive Committee Meeting: 8.00 pm at the Clubrooms, Glandore. 28 General Meeting: 8.00 pm at the Clubrooms, Glandore.
30
Historic Registration: Deadline For Membership Renewal: You will need to pay your
membership renewal by this date otherwise the club is obligated to inform the registrar of motor vehicles that you are no longer a financial member of our club and your registration is invalid. You will also need to present your statutory declaration and logbook for endorsement by this date otherwise you will not be able to drive your car after 30th June (or until this is done). Renewal forms and stat dec template are included with this magazine – logbook endorsements can be done at either at the March, April, May or June general meetings (the earlier the better as the June general meeting tends to be VERY busy!).
A MESSAGE REGARDING ORGANISED EVENTS
The Honour Rolls
Page 14 Issue 387
LIFE MEMBERS 1� Joan Minge: Foundation President – 1974 2� Ray & Heather Bottroff 24 Frank Klassmann 187 Georg Eigen 233� David Read 234� June Crane 349 Margaret Grierson 398 Rita Johns 427 Ron & Joy Gregory 577 Kevin Osborn - Peter Kay (Club Patron) � = Also a 30 YEAR MEMBER
30 YEAR MEMBERS 52 Franz & Katharina Wann 254 Mario Segulin
20 YEAR MEMBERS 422 Vin Brazier 431 Kevin Rogers 435 Robyn & Robert Welch 449 Margaret Brooks 453 John Razzano 466 Brenton McLean 491 Carmel Burns 508 Robert Wann 511 David Mahlo 514 Ann Winter
10 YEAR MEMBERS 24 Janette Klassmann 187 Dace Eigen 254 Kathy Segulin 514a Graeme Drewett 522 Valentin Taylor 530 John & Robyn Whittaker 532 Don Rowlinson 546 Bill Bagley 556 Joan Prinz (was #232) 560 Howard Parslow 563 Dominic & Rosa Iacopetta 564 Fred & Shirley Lorenz 577 Kevin & Leonie Osborn 585 Bob Tait 617 Alan Hoare 625 David Pongracz 626 Shelley James 629 Barry Tugwell 636 Stuart & Kaye Platt 646 Jacinta Juttner 648 Ian Pfeiffer 649 Rob & Dot Leaney 651 Spyros Paraskevopoulos 652 Tania Monaghan 660 Ev-Lynne Otto 667 Gary Morgan 679 Arno Kuerschner 679a Kathy Zacharchuk
687 Jocelyn & Richard Williamson Williamson 696 Craig Beddome 702 Kenneth Bulluss 711 Jeanette Fryar 712 Adrian Brown 718 Elizabeth & Alan Weepers 721 Trevor McLean 731 Betty & Bob Merrett 733 Paul Springbett 746 Armando Vozzo 754 Peter & Jeanette Robertson 755 Anton & Rene Mader 758 Craig Baulderstone 761 Robert & Inga Dagg 762 Ulrich Kruse 767 John & Denise Bachmayer 769 Alan & Dorothy Kay 771 Don Hele 779 Eugene Lewandowski 786 Stephen & Rose Mitchell 794 Nathaniel Keily 801 Peter Read 802 Malcolm & Jayne Flavel 807 Shawn Grear 808 Jeffrey Brooks 814 Mark Seeliger 820 Frankie & John McLean 822 John Priest 826 Gavin Dunn
830 Colin Phillips 832 Ashley & Jeanette Harvie 838 Andreas Herr 840 Cheryl Lim & David Pile 939 Bill Thomas (was #281) 1015 Paul & Chris Richardson (were #691) 1050 Heather & Tom Love (were #738)
CLUB MEMBER OF THE
YEAR RECIPIENTS A perpetual trophy presented annually by Club Patron Peter Kay 2011 Rita Johns 2012 Joceyln Williamson 2013 Inga Dagg 2014 Kevin Osborn 2015 June Crane
Details / Invitations for upcoming events:
McLAREN VALE VINTAGE AND CLASSIC:
SUNDAY 17TH APRIL 2016 The McLaren Vale Vintage & Classic is a GREAT FAMILY day celebration of vintage and classic motoring. A fantastic mix of food, wine, music and the arts together with the energy and passion of motoring enthusiasts. It offers the visitor exquisite tastes of the McLaren Vale region’s world-class wines, tantalising gourmet food and classic motor vehicles of a by-gone era.
This event commences Sunday morning with all vehicles assembling in one location followed by a parade down the main street of McLaren Vale. 2015 was the biggest year so far with over 520 vehicles and 15-20,000 people lining the Main Street for the Grand Parade. All vehicles then drive out to the participating local wineries where cars will be displayed for the afternoon. Of course, members who are not entering or bringing cars are welcome to come and see the cars and the street parade and join us for the afternoon at the winery.
• Meet at the Windy Point cafe carpark (corner Belair and Kalyra roads) at 8:45 for a 9:00am SHARP9:00am SHARP9:00am SHARP9:00am SHARP departure for a scenic drive through the hills to McLaren vale (or meet us there).
• Vehicles assemble at Serafino (McLarens on the Lake), by 10am. Entrants will be provided with an event bag containing a metal badge struck for the event and an event handbook. Coffee, tea and breakfast will be available.
• 11:00am: Vehicles leave Serafino and Street Parade commences down the Main Street of McLaren Vale.
• 12:00 noon: All vehicles proceed to designated winery for show and shine and lunch (refer to the event program for the location of our club). Vehicles are asked to be on display until 3:30pm.
Entries close Entries close Entries close Entries close 1st1st1st1st AprilAprilAprilApril. Visit the website for more details and to download an entry form:
www.vintageandclassic.com.au Copies of the entry form are also available at general meetings or from the editor (contact details page 30).
APRIL RUN TO MINTARO MAZE
SUNDAY APRIL 10TH 2016
Run to Mintaro Maze, Jacka Road, Mintaro, Clare Valley. A nice long run (approx. 250km return) to blow the cobwebs out! Meet at Cavan Hotel Car Park at 10:00am Cost is $25/Adults & $15/Child Includes:
• Maze Entry and access to our undercover decked area for lunch (this is located just inside the Maze)
• Sandwich & Baguette platters for lunch • Anzac Biscuits • Tea & Brewed Coffee
Optional extra: Discounted entry to nearby Martindale Hall (1 Manoora Road, Mintaro) for $8/Adult & $6/Child. Please put your name down at a general meeting or contact Ian Francis (details page 30) to confirm your attendance. Please book by the 22Please book by the 22Please book by the 22Please book by the 22ndndndnd MarchMarchMarchMarch (or at the March General Meeting) to secure your spot!
40 Years of the W123 Series (continued)
http://msa.mercedes-benz-clubs.com The Star Page 15
Continued from page 11: Inside the upholstery remained largely unaltered, with the exception of two new colours – ‘Dark Olive’ replaced the ‘Olive’ trim colour and ‘Henna Red’ replaced the ‘Siena’ colour. The 2-door models now had similar upholstery to the sedans and for cars equipped with fabric upholstery, the fabric pattern was changed and fabric now covered the entire seat (the side bolters had previously been covered in MB tex). Once again, many of these small changes coincided with the introduction of the W201 series and were made to help streamline production and increase shared parts among the different models – for example the window winder handles now fitted to the 3
rd series W123 models were taken from
the W201 series. New radio choices meant that most Australian delivered cars now came with the Becker Grand Prix electronic pushbutton radio which had a digital display and could be programmed to store preset stations (this was a big deal back in ’82!). Various specially tuned versions of the 123 series were offered during its production life by companies like AMG, Brabus or Lorinser. The measures ranged from optical changes to the body with the help of paint, side skirts and various light-alloy wheels to modifications of the suspension for lowering the body, tauter damping, and camber changes on both axles. Other possibilities for sports-related improvement included optimisation programmes for production engines or the installation of more powerful engines. In the 1977 London to Sydney rally, two 280E models claimed an outright 1–2 finish with two other 280E sedans in the top eight. The two winning cars are held by the Mercedes-Benz museum in Stuttgart. This outstanding result in one of the world’s most gruelling rallies reinforced the quality and durability of the W123 and helped to bolster the huge demand for the model in the late 70’s. Mercedes-Benz began looking into alternative drive technologies at a very early stage. This purpose was repeatedly served by 123 series vehicles used by the engineers as test mules. In 1983 Mercedes-Benz presented a 280 TE with hydrogen drive. There was also a test vehicle with electric drive based on the station wagon. And from 1982 on there was even a 200 with bi-valent drive available as a
production vehicle: the car operated on liquid gas or petrol, the driver choosing the mode by means of a switch. By 1985 the W123 was looking decidedly old-fashioned compared to the W126 and W201 models. The W126 had initially copped criticism as it was a radical departure in terms of styling compared to the W116 and it was the first ‘plastic bumper’ Mercedes – but by the mid 80s this new design language had been widely accepted. This seemingly had little effect on W123 sales which were consistently strong year after year - by 1981 over 1000000 diesel engined models alone had been produced with the 2 millionth W123 rolling off the line in September 1982. In 1980 the W123 even outsold the Volkswagen Golf to become the bestselling new car in Germany (a record which has never been broken since) – this was quite an achievement considering both the popularity of the golf and the fact that a W123 was significantly more expensive! When the W124 was launched, initial quality problems caused taxi drivers to protest outside the head office of Mercedes-Benz in Stuttgart against the end of production of the W123 and there were even reports of people ‘stockpiling’ W123s. History told a different story however and the W124 continued the reputation of durability and quality for Mercedes-Benz, with the series now also considered a modern classic. Still, every year or so a ‘time warp’ W123 with delivery mileage emerges for sale somewhere in Europe – usually the story being that the owner bought it and kept it stored away for when their other W123 or W124 would break down (but it never did!). Production of the saloon ceased in November 1985. As with the transition from "Stroke 8" to W123, the new 124 series was built parallel to the old model for almost a year. The station wagon models of the 123 series remained in production until January 1986. Production of the 123 series ran from 1975 to 1986, with a total of just under 2.7 million vehicles being built. At 2,389,140 units, saloons made up the lion's share (with 13,700 long-wheelbase saloons); but the new station wagon accounted for an impressive 199,517 units. The remainder was made up of 99,884 coupes, and finally 8,373 chassis for special-purpose bodies. Around 1,080,000 cars of the series were exported. During ten years of production, the diesel-engined models proved the most successful: the top favourite among buyers was the 240D model (448,986 saloons, 38,903 station wagons, 3841
long-wheelbase saloons and 1953 chassis for a total of 493,683 units). The most successful petrol-engined model was the 230 E model (245,588 saloons, 42,284 station wagons, 29,858 coupes and 294 chassis, giving a total of 318,024 units). Ranked according to body variants, the best-selling saloon was the 240D model (448,986 units), the 230 TE model (42,284 units) proved to be the most popular station wagon, and among the coupe models the 280 CE (32,138 cars) took the honours. The 250 model led among the long-wheelbase saloons (5,180 units) and long-wheelbase chassis (2,888), the 240D model among the chassis with standard wheelbase (794 units). With the insatiable demand in Europe for the new model, it’s no surprise that Australia did not see W123s start to appear in dealerships until very late 1976 or early 1977. The W114/115 series had remained in production alongside the W123 throughout 1976 and most of the cars delivered in ’76 were the predecessor model. Initially the 230, 250, 280E and 300D were available, ranging in price from $22940 to $27730. By comparison, a top of the range Holden Statesman Caprice V8 was around half the price at $13340 and a Jaguar XJ6 was around the $20000 mark. Prices had risen sharply compared to the W114/115 series – with the new 280E nearly $9000 more than the W114 280E. In 1977 the 240D joined the lineup and was the only W123 series model available with a manual gearbox. In 1978 the 280CE was added to the lineup and was the only coupe model available. Wagons arrived in 1980 with the 300TD and 280TE. With Mercedes-Benz Australia positioning the brand more towards a luxury marque, only certain models of the W123 had been available through Australian dealers – with a preference for the larger engined and fuel injected models. By 1982 only fuel injected and diesel models were available – with the 230E, 300D and 280TE models the most popular and available in sedan or wagon variants, with the 280CE remaining the sole 2-door. By the mid 1980s the fuel crisis was a distant memory and the 300TD was dropped, with the 300D the only diesel model available up until 1985. Continued on page 18 � Below: Differences in early (top) vs Series 2/3 instruments and from Left to Right, Series 1, 2 and 3 seat styles/patterns.
My Service.Visit an authorised Mercedes-Benz dealership to experience the benefits of Genuine Service. Your servicing will be conducted by factory-trained technicians, who are constantly trained to keep abreast of product developments, are equipped with sophisticated diagnostic tools and only use Mercedes-Benz Genuine Parts, to keep your Mercedes-Benz in optimal condition. We look forward to welcoming you to a Mercedes-Benz Genuine Service experience.
* Mercedes-Benz received the highest numerical score among luxury autos in the J.D. Power 2015 Australia Customer Service Index Study, based on a total of 453 luxury car owners who had their vehicle serviced at an authorized dealer or service center, and were surveyed between August-October 2015. Your experiences may vary. Visit jdpower.com.
40 Years of the W123 Series (continued)
Page 18 Issue 387
While there was a long list of options for the
W123 buyer, most Australian delivered cars
featured a ‘typical’ set of options which was
defined by the ‘625 – Version for Australia’
option code. Cars with the ‘625’ code typically
featured MB tex interiors, paint protection,
tinted windows, power steering, air
conditioning and a rear courtesy light that
could be operated by the driver (this had long
been an option for Australian delivered cars as
many Mercedes-Benzes in Australia were
expected to be chauffeur driven!). Most of
these cars up until the 1982 facelift featured
manual windows, with only the higher spec
petrol engine cars typically having features
such as power windows and cruise control.
Diesel engined cars were heavily targeted
towards rural and semi-rural buyers who could
fuel their cars with subsidised diesel fuel. As a
result, many of the diesel W123s in Australia
have completed very high mileages from
country running.
The popularity and success of the W123 can
be seen in the number of these cars still in
regular use, as well as the popularity among
our club members! Parts availability is
excellent - one local enthusiast has described
the W123 (along with the W126) as ‘possibly
the cheapest car to own and run’ – the
durability of these cars is evident with the
number of ‘high mileage’ cars still in use – over
500,000km is not uncommon (especially
among diesel models). Currently these cars are
still in plentiful supply at cheap prices and
wrecks can still be found at self-serve
wreckers which give a cheap source of panels
and other parts. With so many produced,
keeping one of these cars on the road should
still be viable for many years to come.
Downsides? Depending on your enthusiasm for
the W123 there may not be any – but even the
newest of these models is now over 30 years old.
Rust will most likely be the biggest issue facing
any W123 owner – fortunately the W123 fares
much better in terms of rust protection than its
predecessor but rust can still be very commonly
found around the base of the windscreens,
behind the front wheels, around the bonnet
hinges, along the base of the doors, sills, the
inner front guards and around the wheelarches
(especially if chrome wheel arch trims have been
fitted).
Perhaps the only other criticism that could be
levelled against the W123 series is its’ lack of
power. This was particularly evident among the
smaller 4 cylinder models. The early 200D-240D
models have been described as almost
‘dangerously slow’ in modern traffic – especially
when coupled with the automatic gearbox. Even
when new, the 240D topped out at around
140km/h – which is ironic coming from a
manufacturer based in a country with an
extensive autobahn network. Despite this, it was
the 240D that was actually the most popular
variant of the entire W123 series – nearly
500000 of this variant alone were built in total.
It would not be until the W124 series that a V8
engine was seen in the E-Class range – but what
a shame Mercedes-Benz did not offer a V8 in the
W123 – there were plenty of options available at
the time to create a 350E, 380E, 450E or 500E –
John Green at MB Spares in Canberra recently
completed a ‘500E’ conversion for a customer
and remarked that ‘The number of bespoke parts
required to do this conversion is a very short list.
Radiator from the W126 fits straight in, fan and
shroud align perfect, even the radiator hoses line
up. R/H exhaust manifold is an off the shelf item
as are the engine down pipes (not saying what
model from). And here is a good one, the front
muffler from a 380/500SEC? Guess what it
fits right under a 280CE very neatly...”
Perhaps the product planners were worried
about taking sales or exclusivity away from the
S-class or V8 SL models at the time, or maybe
it just wasn't worth the cost? (looking at
production figures fewer than 1 in 10 W123s
were the 6 cylinder M110 engined models,
they sold twice as many 240D sedans as all of
the 280/280E/280CE/280TE models
combined!). Maybe the reason that Mercedes-
Benz were having trouble just meeting the
demand for the W123 for so long meant that
they did not see the need to offer a more
powerful model.
Thousands of articles have been written on the
W123 over its lifetime and there is a plethora
of information available on the internet and
through numerous books – one of the most
recent releases is by renowned W123
enthusiast Mark Cosovich – speaking with
other enthusiasts who have the book it is well
worth buying and contains a wealth of
information and advice on this model (details
at www.w123book.com). The modern age has
also given us the ‘YouTube mechanic’ – with
plenty of videos online covering almost every
conceivable repair and routine maintenance
job that a W123 would need – with Kent
Bergsma’s ‘Mercedessource’ YouTube channel
being one of the best examples of this type of
resource. �
Below Left: Diesel models were extremely popular as
taxis and many W123s found their way over to
African and Middle Eastern countries where they are
still in use today. Below Middle: The 1977 London to
Sydney rally winning 280E. Below Right: One of the
many ambulance conversions based on the W123
chassis models.
Marketplace & Club Merchandise
http://msa.mercedes-benz-clubs.com The Star Page 19
FOR SALE: 1954 180D ROUNDIE Black 1954 180D - Part of a deceased estate (previously owned by SA club member) - No one in the family knows how to drive this car so it has been offered for sale. The family would like to advertise the car within our club first. Contact President Georg for more details – Phone 8261 1537 or email [email protected]
WANTED: C200 KOMPRESSOR 2002-2003 MODEL Looking for a model C200 Kompressor, 2.0L, sedan with sun roof. Year; 2002-2003, 120000-150000kms. German manufactured not South African. Price; 9,000-11,000. If you can help, please contact Catherine on 0431 916 336 or email: [email protected]
FOR SALE: 1989 W124 300CE 2-door coupe. 188,590km, Auto, Black leather interior, 2 door, electronic windows, sunroof, aftermarket CD/radio player with AUX socket, Registration to July. Price: 8,500 ono. Contact Jane on 0407 260 867
WANTED: W113 PAGODA SL Looking for a RHD W113 Pagoda. Preferably Australian delivered. Any colour. Currently living in Perth but am from Adelaide originally and I would actually prefer to get one in Adelaide so I can get my old mechanic Barrie Greene to check it out before shipping. Please contact Des on 0413386384 or e-mail: [email protected]
FOR SALE: W123/124/126/201 WARNING TRIANGLES I have several warning triangles to suit these models for sale – in various conditions starting from $20. Replace that missing one! Contact Editor David on 0439850998 (or email details page 30).
FOR SALE: SL55AMG Custom Number Plates Also available: CLC200 & CLK350, plus others: 350Z, 399J & GTV. For sale individually, offers invited. Phone Christopher (Member 1011) on 0403 910 333
FOR SALE: W126 280S 1982 model. Dark Brown with cream interior. Good condition. Lambswool seat covers on front seats. Heating and aircon. Runs on LP gas and petrol. Engine no.
11092622006723, Chassis - WDB126021222021085. Regist. exp 15/02/16. Price $1500 neg. Contact Jim on 82707774 or email: [email protected]
WANTED: W108 Front Seats Original brown (cognac) front seats for a W108 Mercedes 280s (1969) wanted - Phone Phil: 0419854778 or email [email protected]
FOR SALE: C209 CLK350 Coupe First registered 2009. 53500kms. Elegance, 7 speed g-tronic auto. Command satellite navigation, distronic cruise control, parktronic, keyless go, sunroof. Bright Silver with black leather and burl walnut interior. Serviced by Mercedes-Benz since new. All service books, manuals and brochures. $49000. Phone Christopher (Member 1011) on 0403 910 333
FOR SALE: 1963 W111 220SE Coupe Extensive work done. Contact Franz Wann (member #52) for more details. Phone 8276 7793 or email [email protected]
FOR SALE: 1971 W114 250C COUPE Genuine reason for sale, car is no longer used frequently and would like to see it go to an enthusiast. White with black interior. Automatic. Good body and runs well. Sunroof. Some cracking on the dashboard and car is currently unregistered. Contact David on 0412 826 615 or email: [email protected]
FOR SALE: W210 2001 E240 Elegance 144,500 km, Full MB Service History, Silver-Grey colour. This car presents and runs flawlessly. It has been my wife's car since purchase and literally has only run between home and the golf course. Virtually always a one-person car as is apparent from immaculate interior. Full service history from a MB agency. Fitted with Bluetooth phone adaptor
that operates hand-free through vehicle sound system. Tyres 60%, unused spare. Only selling because my wife (now 70) wants a smaller car. $7,900 ONO. Contact: Graham or Barbara on 8374 1045/ 0419 566 566
FOR SALE: CL203 CLC200 Coupe First registered 2008. 53000kms. Evolution, 5 speed paddle shift auto. Sports pack, panoramic sunroof, parktronic, electric folding mirrors. Fire Opal Red with Artico Black/Grey Interior. Serviced by Mercedes-Benz since new. All service books, manuals and brochures. $29000. Phone Christopher (Member 1011) on 0403 910 333
FOR SALE: W111 220Sb FINNIE - 95% Restored A sad tale but hopefully a happy ending for one of our members. The club has been contacted by a member of the public who is selling a W111 220Sb Automatic Fintail Sedan
as part of a deceased estate - sadly her husband passed away during the restoration of the car. The car has been fully repainted (dark green) and has been reassembled to be approx 95% complete. Last registered in Victoria, all remaining parts are included. Car does run but will need new tyres. Located in Clarence Gardens (3 minute drive from Clubrooms). Asking $6000 or near offer. Very little required to complete, great price considering what a full strip down and re-spray would cost! Contact the editor for more photos and sellers' details: [email protected]
FOR SALE: 1967 W108 250SE & Shed Load of Spares White exterior, brown interior Engine #12998022011608 VIN #10801422023433 ODO unknown how many km's this car has done Last registered Nov 2010 and not been driven since. Needs some attention. Asking price $2,000 ono for car including shed full of spare parts - too many to list. Must take the lot. Location Strathalbyn/Meadows. Contact: Rex Keily mob: 0400 279 297 email: [email protected] (can email photos on request).
The following items are available from the Club’s Merchandising Officer, John Razzano:
Radiator badge $ 25.00 Silver plated model car $ 25.00 Silver Key Ring (Mercedes-Benz Star) $ 20.00 Valve caps $ 12.00 Cloth badge $ 8.00
MBCSA window sticker (foil backed) $ 3.00 Lapel pin $ 2.00 Coasters $ 1.00 Number Plate Surrounds - to suit all Standard, Slim and
Premium SA plate sizes $10.00 (pair)
CLUB MERCHANDISE FOR SALE
Australia Day BBQ & Milang Power Rally
Page 20 Issue 387
A large contingent of members and
over 30 cars turned out for our
Australia Day BBQ and the first
night of Historic registration
inspections on January 26th
.
It was a great social atmosphere
and as a bonus the weather was
not too hot! W114/115s and
W116s were particularly well
represented – with
several very tidy examples
that I had not personally
seen before. A big
thankyou to those who
helped with the BBQ for
an enjoyable evening!
MILANG VINTAGE POWER RALLY 2016 A group of about half a dozen members met at the Mt
Barker Railway Station car park on January 17th
for the
Milang Power Rally. Many of the members made the
trip to Milang but had not entered their car for the
display – as a result there were only 2 MBs on the oval
(my 230S Fintail and a W116). The turnout was
definitely lower than last year, the heat might have had
something to do with this though - last year was very
mild (low 20s) but on the day it was over 35 degrees!
I met another member at the event but after a few
hours in the heat I’d had enough (also I was needed for
babysitting duties in the afternoon) so I headed off
around 12.30 – but not before taking the opportunity
to snap the Finnie by the shores of Lake Alexandria.
Hope to see a better turn out next year!
- David Knight
Just for Laughs & 2016 Club Survey
http://msa.mercedes-benz-clubs.com The Star Page 21
PEOPLE THINK I’M A COURTEOUS
DRIVER, BUT IT’S MOSTLY THE CAR…
People wave to me at t-intersections
because they think I'm letting them in, but
the reason I left that gap for them is
because I can't accelerate that fast.
Bus drivers wave at me because they
think I'm giving way to them and letting
them back into traffic. But I just really
want to follow along behind them so
everyone else thinks that it's the slow bus
that's holding traffic up.
When I'm zip merging or 2 lanes go to one
I always let the other person in and they
wave at me. They think my options are to
slow down or speed up, but in reality my
options are slow down or crash.
People think I'm a careful driver because I
always look over my shoulder and
repeatedly check my blind spots. It's
really because I don't have side mirrors
and the size of my rear view mirror is
smaller than a 5 year old iphone.
People think I drive slowly and cautiously
because I can, not because I have no
choice.
People think I'm doing the right thing by
leaving plenty of room between me and
the car in front when I'm stopped in
traffic. I'm really just trying to use that
space to build up some speed once the
light turns green. Hopefully the car in
front will have moved off by then...
Pedestrians smile at me because I stop and
give way to them. It's really because I know
the time it takes for them to cross the road
is less than the time it would take me to
clear the driveway/intersection.
People think I'm polite a polite person who
leads an active lifestyle because I park
further away and walk rather than parking
close to the entrance. It's really because I
don't want people in 'ordinary' cars to ding
my doors.
People think that when I park really close to
a column or wall it's because I'm leaving
more room for them. It's really because I
don't want people in 'ordinary' cars to ding
my doors.
People think I'm a skilful driver because I'm
good at reverse parallel parking. It's really
because I don't want people in 'ordinary'
cars to ding my doors.
People think I'm a careful driver because I
leave a large distance between my car and
the car in front. It's really because I'm
hoping that by the time I get to the light
500m ahead it will have turned green and
the other cars will have cleared the
intersection.
People think I'm a sensible night driver
because I always dip my high beams for
oncoming traffic. Those are my high
beams...
People think I'm thanking them by
flashing my lights or indicators. Wait, I
didn't do that, what the hell is going on
with my indicator stalk?!...
People think that I'm not driving like a
grandma when I roll through a yellow light
instead of braking hard. I'd rather risk a
fine/crash than lose the momentum...
People think I'm courteous to cyclists by
leaving a wide gap when I pass them. It's
really because I’m more worried about
scratching my car than scratching the
cyclist.
People feel sorry for me because they see
my car is 'a bit smoky'. They think I'm
poor and can't afford a car that is running
properly - but I'm not and it is.
People think I lead a busy life and I
haven't washed the back right hand
corner of my car in a while. They are
correct; it's been at least a few days
(maybe a week).
and finally,
I drive carefully and am courteous to other
road users in my old Mercedes, because I
don't want to give my fellow Classic Benz
drivers a bad reputation (also because if
you google my numberplate anyone could
track me down on the internet...)
- David Knight
CLUB SURVEY & RENEWAL FORMS INCLUDED WITH THIS MAGAZINE Included with this magazine is a 2-page survey for you to fill out. For the Committee to be better able to address its
concerns regarding the declining trend in Membership participation and attendance at Monthly Meetings, Monthly
Formal and Informal Runs/Outings and Volunteering for Portfolios, the survey is designed to give every member the
opportunity to provide feedback (positive and negative) and suggestions.
Also included with this issue are renewal forms and a stamped, self-addressed envelope – this is to encourage all of
our members to return the completed survey and you can return your renewal form at the same time!
We would appreciate that each member and each associate member fills out a survey (i.e. 1 per person not one per
household) – if you need extra copies of the survey please contact the editor or you can download them from our
website.
We look forward to your responses and the opportunity to take these
on board so that we can continuously improve the club for the benefit
of our members.
Regards, The Executive Committee
Electric Mobility: Daimler Management Leads by Example
Page 22 Issue 387
Daimler is once again setting a new
milestone on the road to zero-
emission driving: In the future
managers will drive electrified
company cars. Furthermore, Daimler
is this year set to invest a further 30
million euros into extending the
company's own charging
infrastructure across many of its sites.
This will also benefit employees, who
have access to a growing range of
vehicles with alternative drive
systems.
Stuttgart: It represents a further
commitment from Daimler to an
electric future for mobility: "We are
continuing on the path of zero-
emission driving with consistency",
states Ola Källenius, member of the
Board of Management of Daimler AG
responsible for Mercedes-Benz Cars
Sales and Marketing, about the
importance of the current initiative.
"This is why we are making electric
mobility an integral part of the
everyday lives of our top management
to set an example and to provide a
clear role model."
The agreement applies to the
company's senior levels of
management and focuses on plug-in
hybrids. Daimler AG believes that the
technology offered by these vehicles
provides a key to zero-emission
driving and is therefore expanding its
product portfolio with plug-in hybrid
drive systems. The models already
presented and mostly already
introduced to the market are the S
500 e in Saloon, the C 350 e in Saloon,
Estate and extended-wheelbase
versions, the GLE 500 e 4MATIC, the
GLC 350 e 4MATIC and the new E 350 e
Saloon.
In a pilot project in the wider Stuttgart
region, managers across different levels
are driving the purely battery-electric-
powered B 250 e already since April
2015. One of these is Harald Kröger,
responsible for E-Drive development of
the company: "I can only commend to
my colleagues to experience themselves
over a longer period the viability of our
battery-electric vehicles in everyday use.
I never cease to be amazed by their
completely silent electric "cruising"
ability and yet at the same time by the
impressively sporty nature of the
electric drive system, which immediately
places its full torque at disposal of any
engine speed." It goes with the territory
as Director of Development for E-Drive
that Harald Kröger is an electric mobility
enthusiast. He had previously driven the
smart fortwo electric drive for company
business, subsequently switching to one
of the company's first plug-in hybrid
models. With the battery-electric B-
Class he continues his series of
electrified company cars. "I am
delighted that our eMobility initiative will
give managers the opportunity to
experience this drive system",
reinforces Kröger.
The vast majority of electric-car drivers
put their vehicle on charge whenever
they leave it for a longer period: mostly
overnight or while they're at work. This
brings benefits in terms of
both convenience and
time, with no need to drive
out of one's way to find a
filling station, as might
otherwise be necessary.
Daimler identified this
trend very early on - in the
wider Stuttgart area alone,
the company has already
built 556 charging points
for managers and
employees. Already
therefore Daimler is a
pioneer in this field and is
now taking things a step
further: "In order to enable
the convenience of using
our electric and plug-in
hybrid vehicles, we have now decided
to extend the charging infrastructure
at our company locations even
further. This work will already be
undertaken over the next few
months", emphasises Ola Källenius.
All in all, the company will be making
an immediate investment of 30 million
euros into extending charging
facilities.
All Daimler AG’s staff are able to take
advantage of the steadily growing
range of eMobility vehicles. Both
partially and fully electric vehicles are
available at attractive terms through
the employee car scheme. This offer
includes the smart fortwo electric
drive and the B 250 e as well as the
GLE 500 e and the C 350 e. The
research project "charge@work" that
was launched in October 2013 offers
employees the use of electric vehicles
for both business and private use and
has been developed alongside the
company's charging infrastructure.
Since that date, they have been able
to hire a smart fortwo electric drive
from the car pools at the company's
Möhringen, Untertürkheim and
Sindelfingen sites – for a weekend, a
week or a whole month, as they
prefer. The idea has been
enthusiastically received and taken up
by employees: The distance that has
been covered with zero emission in
the first year and a half alone is
equivalent of 40 round-the-world trips.
�
February Informal Run
http://msa.mercedes-benz-clubs.com The Star Page 23
Sunday 7/2/2016 was the date
and Burnside Town Hall was the
meeting point for the Informal Club
Run for February.
We gathered in the Car Park at
10.00am, MBCC members ready
for a 10.30 am start. Sixteen
couples in a range of ten vehicles
representing older collectable
vehicles to a new C63 delivered to
David Pongracz and wife on the
previous Saturday morning, - can’t
get any newer than that.
We set off at about 10.30 am and
headed for Hahndorf, Echuca and
on to Meadows for morning tea.
After coffee and cake a lot of
natter we headed to Willunga and
Encounter Bay and the Victor
Harbour Auto Jumble and Swap
Meet. Unfortunately by the time
we arrived at the oval most of the
sellers had left the oval and it was
over.
A quick re-assessment of our options
was completed and it was decided
that we would go to Pa’s Café at
Encounter Bay for lunch. We lost a
few cars
between the
oval and the
Café and 12
arrived at Pa’s
and we pulled
some tables
together and
enjoyed a
lunch fit for a
President.
After a fine
lunch we
broke up and
made our own
ways home.
Many thanks to Ian & Julie Francis
for organising a very successful run
and lunch.
- Malcolm Flavel
‘I Drove The Wife’s Magna Into the Merc’
Page 24 Issue 387
I have heard people explain in the aftermath of an accident how it all seemed to happen in slow motion. That’s how the moment felt when I drove my wife’s 2005 Magna through the closed roller door of my brand new garage smashing into my beautiful 1977 280SE on the other side and pushing it 10 feet into the back wall, way back on February 16 2013. My garage is a 9 meter addition to the rear of an existing gabled carport, which we had built on just a few months earlier in our new home in Littlehampton. On the afternoon of the accident I had moved our 2 daily drivers from under the carport on to the gravel drive in front of the carport, then the Lincoln and Mercedes to underneath the carport from the garage. I then happily cleaned and tidied the garage oblivious to the event about to unfold an hour or so later. Now when backing out my wife’s Magna I elected not to adjust the driver’s seat as I was always nagged about never putting it back, so on this one off occasion I simply squeezed in leaving my right leg out on the ground while keeping my left foot constantly on the brake pedal. Putting the car into reverse backing out and braking was never going to be an issue. With the garage all cleaned up and both Lincoln and 280SE happily and safely parked inside, I lowered the roller doors and shut the garage. Now it was a very hot February afternoon and as we were going out later on, I decided to bring both cars back under the carport so whichever one we decided to take would be in the shade. Now in the instant before I hopped back into the Magna it had occurred to me to move back the seat, but in the rush of the moment as we were now running late to get to the cinema I decided to move the car in the same fashion as before, right leg out on the ground and left foot firmly on the brake pedal. Unfortunately due to building and excavation traffic the gravel drive at the front of the carport concrete slab had eroded somewhat leaving quite a step. To get the Magna over the step I needed to give the car some throttle, which was done very generously with my left foot. Having made it over the step I now needed to ......BRAKE..... Oh heavens I needed to brake. Being squished up in the car my left knee was obstructed by the steering wheel and in trying to brake....................My foot slipped and floored the accelerator pedal.
I was now powerless and frozen with panic as the roller door came closer and closer ever so surely giving me plenty of time to digest what I was about to smash into on the other side. There was no jolt or jarring, both cars just melted into one another with a very distressed roller door ripped off its cylinder draped over the Magna. There was the dreadful smell of burnt rubber from the spinning wheels of the Magna having nowhere to go with the Mercedes wedged into the bench at the rear of the garage. The garage was now a disaster scene full of smoke & grease from the roller door splattered over all 3 cars as well as the roof and walls of the garage. My wife ran out of the house and neighbours came rushing to the sight of me draped over the Mercedes, head in my hands in what must have looked like an unbelievably ridiculous scene. In the immediate aftermath I was in shock for several days, thinking constantly of my then 3 year old daughter who was always in and around the garage with me. This was thankfully a stupid accident and not a tragedy. If you have been in an auto accident you may understand the mental affects of such an incident, for more than 2 years afterwards I could not seem to trust what my feet were doing when operating a car. To this day I park under the carport with a sense of fear in my ability to safely stop the car. While the Magna and garage were being repaired through insurance I was left with the embarrassment of not having had the Mercedes fully covered. I had paid the RAA $148.00 for basic 3rd party and latter realised that Shannons would have covered the car to $8,000.00 for $118.00. Despite the car being on club registration at the time, it was just one of those things where the busyness of day to day life and dealing with a family health crisis the previous year left changing insurance policies as a last priority. I was devastated that I destroyed a beautiful low km W116 280SE, but my wife was just happy that I had wrecked it and not her. Since actively tracking them on the internet over the last 6 years I have found really nice anything W116 are coming up less and less. To be honest, the insurance was never going to cover the damage having called Mercedes Benz in Adelaide and being told just a crash bar and radiator headlight panel alone were $4,000.00. Friends and family said the car was a write off and that I should just wreck it. So in the ensuing weeks and with pig headed pride I started attacking the car with an angle grinder, and in defiance to the well-
meaning recommendations I wanted to see if I could undo what I had done. I thought about help from a panel shop but with such a low market value if I was going to save the car it had to be done all at home. While I had done restoration work in the past I had never completed a smash repair, this was new territory for me and I had no idea if I damaged the transmission as the car was not able to be started.
Feb 2013 a few days after the accident As the weeks past, all the twisted metal was cut away, leaving behind what was now looking like an everyday restoration project. The chassis rails were still straight and the undamaged front mudguards were left in place by just cutting the front fold allowing me to get to the headlight panel spot welds. For those of you who don’t know the front guards are pretty much glued on for rust prevention. I decided not to buy a whole car for wrecking as I did not want to get distracted with parting out a car and trying to save parts while stuffing out the garage with spares......I wanted to focus on the smash repair. I also did not get distracted with detailing the engine bay either as this too would have deviated from the main objective. I could not ignore that I had 1970 Mk3 Lincoln awaiting continuation of its restoration since 2003. For $700.00 I sourced a cut off front section of a dead 280SE from Mainstyle in Adelaide. This was mainly for the headlight panel and crash bar. To cut out and de-rust these parts with the aid of a spot weld remover was a project unto itself. Even if I had been insured I still would not have paid $4K for them so this was going to happen anyway. Through Gumtree and Ebay I easily picked up other things that I needed, though a decent bonnet proved the most difficult as all were in bad condition. �
‘I Drove The Wife’s Magna Into the Merc’ (continued)
http://msa.mercedes-benz-clubs.com The Star Page 25
In the end I spent countless hours tidying up a less than ideal bonnet as I just wanted to keep things moving. A big mistake and a big time waster! When it came to the welding my old 2 setting mini mig welder proved too difficult and a time killer as it could not cope with the different metal thickness of the crash bar and chassis.....After much time wasting a new variable setting welder from Bunnings made for much faster and happier welding. By May 2015 all welding was completed and touch up painting as well, leaving the car now ready for parts assembly.....2 years after the accident I was now on a downhill run. The rear of the car only suffered minor damage as the work bench having wedged on the ground outside the garage stopped the car from going through the back wall. Some scratches below the bumper and dents on the boot lid were all easily fixed. I suspect it is because the car was parked front facing out that I was able to save it. Otherwise the rear end would have taken the whole impact folding in true Mercedes fashion and unrepairable by a hobbyist like myself. On 02 Nov 2015 I attached the replacement grille to the bonnet finishing
off a smash repair I never wanted to do. I do realise that this is just everyday common place work out there in the crash repair industry. However even if insured the payout would never have covered even half a professional repair bill, my only alternative would have been to purchase another 280SE. Instead I saved a great example of a W116 and made good use of other dead cars. In the end I spent just under $3,000.00 with a rebuilt radiator that was in the pipe works anyway and some new spare parts including a really nice spare bonnet. The transmission was fine and the car started and drove as if nothing had happened. I must add that our 2005 Magna was perfectly drivable after disabling and writing off the Merc. The $5,600.00 bill for that car covered replacement of: bonnet, bumper, crash bar and a three quarter respray. Some of you reading this would understand the motivation required to complete any kind of significant restoration work on an old car in our spare time while still functioning in our jobs and family life not to mention maintaining our homes. Sometimes it becomes obsessive and the fine line gets crossed when it is no longer a hobby. This project did come at a significant cost of my family time, house maintenance &
improvement time, Lincoln restoration time, and 3 cold winters in the hills working at night in the garage after work. The financial cost may have been small however the personal time invested was quite significant, but that’s obviously the cost of pig headed pride! Things I have learnt from the experience: •Insure your assets and review your cover •Do not operate a vehicle unless you are comfortably seated •Repair driveway hazards as soon as possible •Roller doors offer no protection to vehicle intrusion •Carefully evaluate the time it will take to repair something, it may not be worth it as in the case of the first bonnet I purchased •Finally..........Your wife CAN stop nagging about not moving back the drivers’ seat
- Chris Saliba
Member No 964 Top Left: Late 2013 with new crash bar welded Top Right: May 2015 painting after welding Below Left: Oct 2015 final assembly Below Right: Nov 2015 Editor’s Note: Thanks for sharing Chris! Great to see a W116 saved! Too many have already gone to god! -DK
Historic Registration - Notice of 3 Yearly Inspections Due
http://msa.mercedes-benz-clubs.com The Star Page 27
IMPORTANT NOTICE TO MEMBERS WHO HAVE
VEHICLES ON HISTORIC REGISTRATION
As per the regulations pertaining to historic registration every vehicle
must be submitted for inspection to the club historic registration
officers on a 3 yearly basis. The following vehicles in the list to the
right are due for that inspection.
Would all members with historic registration check their log books for
the inspection endorsement to ensure that your vehicle complies.
There are a number of requirements required for a vehicle to be legally
driven and this is one of those.
If your vehicle has been on historic for less than 3 years then the
inspection when issuing the MR334 form is deemed to meet this
requirement, and its next inspection will be due 3 years from that date.
The inspection will take place at 7pm before the January,
February and March meetings .
- Kevin Osborn
_______________________________________________________________
Our club complies with the rules for Historic Registration as set out by the
Federation of Historic Motoring Clubs SA Inc and the Department of Planning,
Transport and Infrastructure.
If you have any queries regarding historic registration, please contact our Club
or the Federation - PLEASE DO NOT contact DPTI/Services SA. The
department has limited resources to deal with historic registration enquiries
and has requested that the Federation and the Car Clubs be the first port of
call for historic registration enquiries.
Our Federation representative is Armando Vozzo, his contact details are on
the last page of this magazine. If you wish to contact the Federation directly
their mailing address is: PO
Box 703 Plympton SA 5038
or email:
and their website is:
http://www.fhmcsa.org.au
The code of practice for
historic registration sets out
the rules and regulations for
historic registration. It is
issued by DPTI and must be
adhered to at all times by
the Car Clubs and Members
with vehicles on historic
registration. Hard copies of
the code of practice are
stored in our library and are
available during club
meetings. The code of
practice can also be viewed
online at:
http://www.fhmcsa.org.au/Assets/code_of_practice_historic.pdf
Historic Registration
Page 28 Issue 387
WHAT IS HISTORIC REGISTRATION? A conditional type of registration open to vehicles manufactured before 1979 that are not modified from the manufacturers specifications. Historic registration is significantly cheaper than regular SA vehicle registration but a number of conditions apply that restrict the use of the vehicle to 90 days per year. Only vehicles in original condition that are owned by members of recognized car clubs are eligible. Vehicles must be inspected and approved by the car clubs historic registration officers before historic registration can be issued. Other conditions also apply - see below.
HOW TO GET HISTORIC REGISTRATION:
1. Be a member of the Mercedes Benz Club of S.A. Inc. and permanent resident of South Australia. 2. For new members membership is not confirmed until the next Committee Meeting after the club has received a completed membership application form, subscriptions are paid and a membership number has been issued (i.e. you cannot come to a meeting, join, pay and then get historic registration on the same night). 3. The vehicle and CURRENT REGISTRATION CERTIFICATE must be inspected by one of the clubs Historic Registration Officers at a club meeting. NOTE: Historic matters can only be attended to at club monthly meetings. A MR334 form is then issued if the vehicle passes the inspection. This form can then be taken to Services S.A. by the member to have the vehicle registered. It is best to avoid the June general meeting for new vehicle inspections - this is due to the long line-up of existing members renewing their membership and having log books stamped etc at this time of year. NOTE: The vehicle must have been manufactured before 01/01/1979 (The club accepts the year of manufacture as that on the registration certificate) and be in sound roadworthy condition and unmodified from manufacturers specifications. AMG modifications are NOT acceptable as AMG and Mercedes-Benz were separate companies until the year 2000, thus a car with any AMG modifications prior to this date does not meet the criteria of being unmodified from the manufacturers specifications.
If you are still unsure whether your vehicle is eligible for historic registration, it is a good idea to bring it along to a general meeting and have it inspected by a historic registration officer BEFORE you pay your membership fees.
4. At the following meeting, the new registration papers must be presented to the Historic Registration Officers, who will endorse the registration certificate and issue a log book - currently the log books cost $5. A statutory declaration is also required at this time by the member confirming the vehicles eligibility. Vehicles can not be driven until the log book is issued and details of the excursion are entered. 5. Log books must be endorsed annually when club subscriptions are paid. A statutory declaration must also be presented at this time before endorsement. Regardless of having a statutory declaration, all vehicles must be inspected at least once every 3 years by club Historic Officers. Members will be notified in the magazine of when they are required to present their vehicles for inspection. 6. When renewing registration new registration papers must be endorsed by a club Historic Officer. 7. Members requesting Historic Registration must own a Mercedes-Benz vehicle before the club will accept another make for historic registration.
WHAT TO BRING WITH YOU WHEN YOU
RENEW YOUR MEMBERSHIP (EACH YEAR) In order to comply with the regulations, members renewing their membership and having their log books endorsed need to provide the following:
• Log book
• Statutory declaration
• Current Registration papers
• Receipt/proof of payment of club fees for upcoming membership year
You will need to renew your You will need to renew your You will need to renew your You will need to renew your membershipmembershipmembershipmembership before June 30thbefore June 30thbefore June 30thbefore June 30th to avoid having the club meeting the requirement to advise the Registrar of Motor Vehicles to cancel or suspend your registration. Members who have paid their subscription but have not submitted a statutory declaration and had their log books updated cannot legally drive their historically registered vehicles.
HOW TO MAINTAIN YOUR
HISTORIC REGISTRATION: (So that you comply with the act and are not driving an unregistered vehicle!). 8. Membership must be renewed by the 30th June each year to avoid cancellation of registration with Services S.A. 9. If registration of the vehicle is in more than one name, all persons named on the rego form must be club members. Other owners can join as associate members.
10. Vehicles cannot be registered by a company or business, or used for hire, fare or reward. 11. Penalties. Heavy penalties apply for a contravention of the conditions of Historic Registration. It is the owners responsibility to comply with all conditions. It is also a criminal offence to knowingly make a false statement on a statutory declaration. 12. Historic Registration Officers are available at club meetings to answer questions (or contactable via phone - see inside back cover). 13. Present your vehicle once every 3 years for inspection - you will be notified of this in advance in the magazine.
OTHER IMPORTANT NOTES: - Country members, that is members living in post code areas indicated as country under the insurance rating (postcodes outside 5000-5201), must send a stamped self addressed envelope for the return of the logbook, registration papers and subscription receipt. They must also enclose $5.00 if a replacement logbook is required.
- If you receive a notice from the Registrar that your Historic Registration has been cancelled and you desire to get more information please contact the Club and not the Registrar, as all administration is with the Clubs and not the Registrar.
- If you have queries regarding historic registration, DO NOT CONTACT DPTI or MOTOR REGO. They do not have the resource to deal with public enquiries and have requested that all historic registration enquiries be handled by the clubs or the federation. If your issue/question is not resolved by our club (or you are not happy with our response), then it can be taken to the Federation. The contact details of our federation representative are on page 30.
- If a member sells a vehicle which is on Historic Registration they must bring their log book to the next Club general meeting to have it cancelled.
- Whenever you drive your car, you must have the log book with you and fill out the trip details before you get on the road. If you drive your vehicle without the endorsement, and/or without filling out the trip details your vehicle is unregistered. Any outing even to buy petrol or to a mechanic requires the trip to be filled out, and becomes one of the 90 allowed outings for the year. If you are not able to present your log book (correctly filled out) to a police officer on request then heavy penalties apply.
Our Volunteer Historic Registration
Officers Thank You for Your Cooperation!
Members Page
http://msa.mercedes-benz-clubs.com The Star Page 29
The club is pleased to welcome the following new members:
# Name Car(s) 1098 Chris & Vicki Farmer St Peters SA tba
1099 Stefan Wolf & Martina Claus Glen Osmond SA tba
1100 John Brownsea Victor Harbor SA 1984 R107 380SL, 1987 W124 300E, 1997
W202 E320 + other classics
1101 Marco De Francesca Highgate SA 1997 SLK230 Kompressor
1102 Larry & Charlie Yazbeck Pennington SA 1974 W114 280E & 1974 W114 250
Current club membership: 281 financial members (as at time of printing).
The Mercedes-Benz Club of SA is the only Mercedes-Benz and smart car club in South Australia officially recognised by Mercedes-
Benz and Daimler AG.
Around the world, a total of 80 official clubs with more than 90,000 members are helping to preserve the rich automotive heritage of
the Mercedes-Benz brand - while bringing its history to life with numerous public presentations of their classic cars. The members of
the brand clubs are indispensable ambassadors of the brand with the three-pointed star. Mercedes-Benz Classic Club Management
coordinates this global PR potential and ensures a consistent and likeable style in public appearances.
More information on Official Mercedes-Benz Clubs can be found at the Mercedes-Benz Classic Club Management website:
www.mercedes-benz-clubs.com (scroll down to the bottom right of the webpage and select ‘English’ to view the site in English).
How to Contact the Club: WEB: http://msa.mercedes-benz-clubs.com
EMAIL: via the website or email the editor (p30)
Or send a letter to: Mercedes-Benz Club of SA
PO Box 393
Edwardstown SA 5039
See page 30 for committee members contact details.
Membership The membership year is from July 1 to June 30.
Annual membership fee is $48.00 (associate $24.00).
An initial joining fee is $40.00 (associate $20.00).
Pro-rata rates apply, please check before paying.
Membership forms can be downloaded from our website
(http://msa.mercedes-benz-clubs.com) or at general meetings.
Make sure your car is equipped with the basics:
Executive Committee Members & Portfolio Holders
Club Patron: Mr Peter Kay - Former Director, Mercedes-Benz Adelaide
GENERAL ENQUIRIES: PHONE 0439 247 023 (during business hours, Monday to Friday). Note: You can also contact the club via our
facebook page and on our website (click on the 'contact us' link on the homepage).
Our club is run entirely by volunteers. Their efforts, ideals and spirit helps keep our club going strong. Please afford all our volunteers
the recognition they deserve. Volunteers are not paid because they are worthless, but because they are PRICELESS.
EXECUTIVE COMMITTEE
PRESIDENT
GEORG EIGEN
8261 1537 / 0417 890 564
VICE PRESIDENT (also Merchandise Officer)
JOHN RAZZANO
0422 584 278
TREASURER
MALCOLM FLAVEL
8294 2217 / 0418 826 179
SECRETARY
HEATHER BOTTROFF
8276 7189
VACANT
MAGAZINE EDITOR
POSITION VACANT Can you help? Please contact a committee member. Interim Editor: David Knight (see webmaster details)
COMMITTEE MEMBER
IAN FRANCIS
0411 187 081
PUBLIC OFFICER (also Historic Motoring Officer)
BILL THOMAS
7070 5178
COMMITTEE MEMBER (also Registrar)
DAVID PONGRACZ
0433 777 608
COMMITTEE MEMBER & HOSPITALITY
DACE EIGEN
8261 1537
Photo to
come
COMMITTEE MEMBER
DANIEL BERTHOLD
0400 655 635
PORTFOLIO HOLDERS
VACANT
SOCIAL COORDINATOR
POSITION VACANT Can you help? Please contact a committee member.
Photo to
come
FEDERATION OF HISTORIC MOTORING
REPRESENTATIVE
ARMANDO VOZZO
VACANT
ASSISTANT EDITOR
POSITION VACANT Can you help? Please contact a committee member.
CCC REPRESENTATIVE
PAUL RICHARDSON
8387 1807
REGISTRAR
DAVID PONGRACZ
0433 777 608
ADVERTISING
ARNO KUERSCHNER
8278 3124
Photo to
come
LIBRARIANS
KEITH & LINDSEY PICK
TECHNICAL OFFICER
JOHN WHITTAKER
8388 7418
MEMBERSHIP ENQUIRIES (for prospective members)
BOB DAGG
8353 6063 / 0412 016 323
WEBMASTER / ONLINE MEDIA
DAVID KNIGHT
0439 850 998 / 7129 2210 (work)
HISTORIC MOTORING OFFICERS
HISTORIC MOTORING OFFICER
KEVIN OSBORN
8337 6410
HISTORIC MOTORING OFFICER
BILL THOMAS
7070 5178
HISTORIC MOTORING OFFICER
TREVOR JOHNS
8388 7599
HISTORIC MOTORING OFFICER
VIN BRAZIER
HISTORIC MOTORING OFFICER
ROBERT WELCH
20 Sir Donald Bradman Drive, Mile End, SA. 5031 Telephone: (08) 8152 5000 Six times winner - Dealer of the year. www.mbadelaide.com.au facebook.com/mbadelaideMercedes-Benz Adelaide
Mercedes-Benz AdelaideAuthorised Mercedes-Benz Sales, Service & Parts.