14305 benz lens.cdr - Mercedes Benz Club of South Africa

Volume 22
April/May 2007
no.2
P.O. Box 2443
The classic car market seems to have taken off with a bang all
of a sudden. Here in Cape Town, a dealer specialising in classics
has virtually run out of stock. Anything “old and neat” is sold in
a flash. True classics like the 190SL and “Pagodas” have become
unaffordable for most enthusiasts. An original 230SL in need of
complete restoration was recently sold for more than the price
of a new C-class! Following international trends, these SL's in
restored condition are often sold for R400 K plus. With hindsight
one should have bought and stored a few in stead of
investing in (boring) retirement funds for the golden
years!
KZN
Durbanville • 7551
Tel: (021) 975 9019
Cell: 082 920 0501
As promised, we have decided to participate
in the Pietermaritzburg cars in the park. We
will have a small exhibit and a table where
members will be signed up. We urge all
members to come and greet us at the
show on Sunday, 20 May. For more info,
please call the convenor, Pieter Meiring, on
0825570100. We are especially looking for
a few interesting cars to put on display.
GEORGE SKOU
E-mail: president@mercedesbenzclub.co.za
Wat 'n fees was dit nie om weer eens die jaarlikse Suid-
Kaap Oumotorskou te kon meemaak nie! Ongelukkig
het die reën 'n aantal voornemende uitstallers
afgeskrik, maar op die keper beskou was die skou
soos elke jaar 'n reuse sukses. Wat Mercedes-
Benz betref, het ons die skou totaal oorheers! Nie
minder nie as 65 motors was op die uitstalling.
Website: http://www.mercedesbenzclub.co.za
The classic car
market seems to have
taken off with a bang
all of a sudden.
official newsletter of the mercedes-benz
club of south africa
FROM THE DESK...
Waldo Scribante se reëlings was weer eens fantasties. Lees Kobus Harris se
berig oor die skou elders.
KOMITEE
Soos die gebruik is het die komitee die skou as geleentheid benut om 'n
vergadering te hou. Hoewel die klub effektief deur die streke self bestuur
word, vind goeie kruisbestuiwing plaas op sulke vergaderings. Natuurlik is
die jaarlikse saamtrek druk bespreek. Teen die tyd dat hierdie skrywe
ons lesers bereik, is die saamtrek waarskynlik iets van die verlede.
Sien uit na 'n volledige verslag hieroor volgende keer.
Ek wil ook hiermee vir Okkie Potgieter verwelkom as nuwe
streekvoorsitter van die Wes-Kaap. Hy neem oor by Greg
de Klerk. Greg dien steeds as sekretaris op die komitee,
en hy is ook onlangs verkies as voorsitter van die Kaapse
Multi-Motorklub - n sambreel-liggaam wat die voorspoed
van alle motorklubs in die Kaap ten doel het.
Allow me to ask you to spare a thought for your club's
committee members who make this club work. A kind
word of thanks or recognition every now and again does
wonders! I know we have had some gremlins with the
website, as well as with the Benz Lens mail. Please don't fight
with us over these issues! Although we always do our utmost to
resolve anything in time, it must be remembered that all portfolio
managers do it voluntarily. Will you work for no pay? Applications in duplicate
to me, please .....
CALENDARS
Club members relaxing during the George show. More inside.
DCSA has kindly donated a number of beautifully crafted desk calendars to
the club. These went to the club chairmen for distribution. Unfortunately due
...continued on p2
IN THIS ISSUE
Page 3 Page 8 Page 10 Page13 Page 14
Club News The Fintail Sedans 600 Story George Ou Motorskou Museum in Irvine
page 1

page 2
Customers
have been the
backbone of our
organisation since
Karl Benz invented the
automobile. To sell his
invention, Benz went the
route of promotion and placed
an advert in the Benz Patent
Motorwagen, thereby creating
another first, the first commercially
available automobile in history. One of
his earliest customers, the Parisian Emile
Roger, purchased an 1888 Benz, and with
this purchase had a profound effect on
Benz's success.
Without customers like you, innovations like
these would have been just that innovations and
inventions with a patent number gathering dust in
an office and garage. The same goes for today. We
pride ourselves on our inventiveness, on delivering the
future first and constantly improving our products. The
main reason for this is again customer satisfaction: we
want to make sure that our cars can be serviced
throughout the country, that spare parts are available in
the country, and that you receive a good residual value
once you change your vehicle or as most of you would know
make for a valuable collectors item.
FROM THE DESK...
...continued from p1
to cost, it is impossible to mail them out individually. I still
have a few available, but strictly on first come, first served
basis collection only!
WEBSITE
A word of encouragement if you have not done so yet:
When I started putting this edition together I had
a feeling that there just wasn't enough material.
Of course one can reprint a lot of material, but
it is always exciting to get original material
from members. At number 99 Grant
Viljoen submitted an interesting followup
on his 600 project. Thanks, Grant!
'n Dringende versoek aan al ons
lede: laat kom die bydraes! Almal
geniet oorspronklike materiaal
en stories van ons lede en
hul motors.
But we also realise that if we did not have the passionate and loyal people who
drive our vehicles, our cars would be of no value.
This is why we concentrate our efforts on improving our relationship with you,
our valued customer. The energy you show for our Mercedes-Benz products
inspires us to deliver only the best and work towards achieving our goal of
being number one in customer satisfaction.
Our big drive for 2007 to once again claim the number one spot is the much
talked about and anticipated new C-Class. These vehicles, which are locally
produced, will be introduced into our Market in August of this year, but
knowing that you, our most loyal club members have probably done some
homework on this newcomer already we would like to share some small
secrets with you before the rest of the market.
The new C-Class W204 will have the following derivatives at introduction;
with C180 following first quarter 2008.
Model
Engine specification
Engine cc / cylinders
Power kW
Torque Nm
We will continue to communicate with you and encourage your feedback as it
is most valuable. Rest assured that you are our most important ingredient in
our business mix.
Ons gaan voort met ons gereelde artikels oor die Mercedes-Benz reeks, en
hierdie uitgawe bevat die eerste aflewering oor die “Vlerkies”!
Hope you enjoy the George Show pics, as well as the other contributions
received. Keep it coming! Next time we will cover the AGM/National
Gathering in Bloemfontein in depth.
Enjoy!
Graham
A Word from Mercedes-Benz
please register on the website. You will have access to a wealth of
information. We are still working on some aspects, but most of the features
are functional.
Regards, Graham
C200K
1796/4
135
240
C220CDI
2148/4
125
400
C280
2996/V6
170
300
C320CDI
2987/V6
165
240510
C350
3498/V6
200
350

SOUTHERN CAPE
BREAKFAST @ THE POINT
NEWS FROM THE SOUTHERN CAPE
On Wednesday 21 March we had a fantastic run to The Point at Mossel Bay .
Members came from all wind directions and enjoyed a good breakfast at
Delphino's, situated on the beach where you can watch the surfers and
dolphins riding the waves.
Afterwards we all went to Jan Ellis' museum. Jan has the biggest selection of
Irons, washing machines and household goods from the early years and a
visit will take many of our senior members on a trip down memory lane. If you
are in the area, do not miss this museum.
The day ended with a few of us enjoying a beer at Diaz beach .
- Kobus Harris
EASTERN CAPE
EASTERN CAPE CALENDER : 2007
Monthly social/meeting at Comrades Club on 4th Thursday of every month
starting 5:15pm.
1. Track/Skid Pan Day: date in May to be advised.
2. Lunch at Thomas River: 29 July
3. Game Drive & Braai: 19 October
4. Combined Weekend with P.E. & Cradock members: date to be advised.
5. Amatola Classic Run: 25 November.
Contact Pieter Moolman on 083 780 4727 for more information.
WESTERN CAPE
Calendar of Events / Club News
Our club participated in the
annual Timour Hall car show
held to generate funds for the
police widows and orphans fund.
WESTERN CAPE
WESTERN CAPE YEAR PLANNER
MAY
15 May
Club meeting at clubhouse at 19h30.
21 May
Club run. Organiser required.
JUNE
19 June
Club meeting at clubhouse
at 19h30.
JULY
30 June - 1 July
Winter Warmer run to
Montagu Country Hotel
for the Saturday night.
16 July
Club meeting at clubhouse at
19h30.
SEPTEMBER
22 - 24 September
Annual Tour to Sutherland
celebrating 30 years of
the 123 in South Africa.
Lede van die Wes-Kaap streek het 'n
goed bygewoonde uitstappie
gehad na die
Groot Constantia
landgoed
After the recent
Early Ford Car
Club swop meet at
the clubhouse, a
number of
members headed
towards Klein
Joostenberg near
Stellenbosch for
breakfast - in the
rain. Pieter Venter
managed to get a
puncture on the way.
Serves him right for
coming in a Rolls Royce!
page 3

page 4
Sunday
25th
Febuary 2007
FRÜHSCHOPPEN
(Early Tankard)
at Armourers Place -
the little Hofbräuhaus in
Benoni
In the Alpine villages of Europe it
was tradition that families gathered in
the local 'Gasthaus' after church for
brunch. Some Innkeepers wanted to
attract patrons by offering entertainment,
usually by the local Brass-Band or other
musicians. Many husbands however took a
shortcut to the inn for an early beer & Schnaps
and skipped church, preferring this kind of 'spiritual
nurishment'.
As on previous occasions, the atmosphere was joyous
and jovial and altogether 30 members with their families
enjoyed the food, drink and entertainment of Armourers
Place, served with a smile by the charming young ladies in
traditional dresses.
GAUTENG
GAUTENG CALENDAR
20 MAY
DRIVING SKILLS FUN DAY AT GEROTEK DRIVING FACILITY, PRETORIA
confirm your participation (name, nr of cars and nr of people) via SMS to
083 310 1663 or via email to johan.swanepoel@wits.ac.za
JUNE 17
Breakfast Run to Kevin's Garden Bistro.
Come and join us at Kevin's Garden Bistro for a breakfast. The location is at
354 Ontdekkers Road, Florida. The breakfast may even roll over into a
brunch or lunch! Please confirm your booking with Danie Erasmus at
0833066940, or Thys Willemse at 0834550417. First come first served as
space is limited.
JULY, 20-22
Traditional “MIDMAS” trip.
Arranged by Ernst de Meynier. The destination a secret, joy and fun
guaranteed. Book your place with Ernst on 082 458 0127
AUGUST 5
POMC CARS IN THE PARK.
2nd year at Swartkops Racetrack. Access has been improved dramatically.
This is the biggest car show in the Country with several thousand cars on
display. As last year we will put something special together for our
members in collaboration with the Dynamic Driving Centre. Our stand
normally fills up quite fast, so be early! THIS IS ONE EVENT NOT TO BE
MISSED!
August 19. 2DoorDay @ Nelson Mandela Square
Ernst De Meynier organises an annual show case for all 2 door Mercs at the
Nelson Mandela Square, Sandton City. If you own a 2 dour Merc, please
email or SMS him at: meynier@iafrica.com or 082 458 0127
AUGUST 26
GAUTENG CONCOURS.
To be hosted by Mercedes-Benz Constantia Kloof. All the action in the
workshop is in the basement. You can compete in 3 categories,
namely Prix D'eTat, Tops only and Elegance. Entries close at 09:00.
Come and show off your pride! Trophies to be won for category
winners. You are also welcome to pop in just to have a look! If you
are interested and want more information, call Johan Swanepoel
on 083 310 1663.
SEPTEMBER 2
WHEELS AT THE VAAL
This takes place on the premises of the old Vaal Technikon in
Vanderbijlpark. Adriaan Ludik will book us a stand. This is a
smaller event, which allows more time to chat and enjoy a cold
one or two. For more information and directions, contact Adrian
Ludik on 083 779 3357.
SEPTEMBER 16
PISTON RING SWOP MEET
Piston Ring Swop Meet at the Piston Ring Clubhouse. Open to all car
lovers. Many a restorer has found that elusive lens or gasket at this event.
Be sure to arrive early! All club members are invited to bring any spares
they have to our own Mercedes-Benz table. If you look for something,
come and browse around. Contact Adrian Ludick on 083 779 3357 for
directions.
OCTOBER 21
CARS IN THE PARK IN MODDERFONTEIN
This will be the second time this event takes place. It promises to
develop in something really worthwhile, and is very centrally situated.
Come and join us and have a look at the wide variety cars on display.
But make sure you come early and don't miss out!
NOVEMBER 4
OUR YEAR END FUNCTION
Last year's event was a huge success with 50 couples present. You now
have a chance to tell what you prefer - would you like an evening dinner
and dance like last year or rather a Sunday lunch at a special venue. Email
or SMS me your preference! But whatever you choose, book this date!
NOVEMBER 18
GERMAN AND CONTINENTAL CAR DAY
This is a traditional event staged by the Piston Ring Club in Modderfontein.
In 2006 we were given the centre ring and we had the biggest and best
collection by far! I challenge all members to help me repeat this. WE ARE
THE BIGGEST AND THE BEST. LET'S SHOW THEM.

GAUTENG
SAMCA NATIONAL CONCOURS 2007
The SAMCA National Concours has always been a
highlight on the calendar of all car clubs. Due to
various reasons it fell by the wayside for a couple of
years, but the SAMCA committee under new
leadership decided to revive the event.
This year it happened in two phases. The Prix
D'Etat section took place on Saturday 24
March. This section is the most demanding
and cars are scrutinised and assessed on all
aspects, including the chassis, engine,
bodywork, interior, authenticity and any other
aspect one can think of. It really takes a
huge effort and a lot of time to prepare a
vehicle for this event.
The Tops Only and Prix D'Elegance happened on
Sunday, 1 April at Angela's picnic. Angela's
picnic is a 26 year old multi-club event used to
collect money for Hospice. It is named after a lady
called Angela, who passed away due to cancer. This
year it was held at the Piston Ring clubhouse.
The Tops Only event focuses on the vehicle’s exterior
and interiors only. It does not include the engine bay
or undercarriage. The Elegance centres on
presentation, dress and paraphernalia. The
vehicles as well as it's contestants are all
evaluated.
Despite the fact that several of our top vehicles
were not able to participate we did extremely
well. Flippie Kirstein from Klerksdorp entered
his W107 500 SL in the Prix D'Etat and he won
a second place. This is despite the fact that he
drove from Klerksdorp in the rain and had to
spend some time trying to get rid of the dirt. In
fact, the only car that beat him was brought on a
trailer! In the Elegance Flippie and his wife
Zenda put on a marvellous display of mock
courting. Their little show, all centering around his
red 190 SL, won them a 3rd place!
Although we did not manage to win a prize in the Tops Only
section, Clive Winterstein's W111 cabriolet and PJ Ryan's
Ponton 219 drew a lot of attention!
As a club, we are extremely fortunate to have members who are prepared to
sacrifice their time, money and effort to support us! Flippie, Clive and PJ
definitely deserve a special word of appreciation!
As they normally say: ”Watch this space! Next time round we will be properly
prepared for all events! We now know what to expect and we will be a force to
reckon with!”
Flippie Kirstein during the Elegance!
STEVE IS MAD -
THE (hopefully) FINAL SAGA
Well, the end of my story is hopefully in sight.
I removed the motor and took it to my friend
Sybie Coetzee who is well known for
building motors that can produce some
500KW and more. On stripping he called
me in to show me the most appalling
bit of engineering you can imagine. The
pistons appeared brand new but on
closer inspection it was clear that they
were only cleaned with a wire brush. The
oil pump was the old one, no valve stem
oil seals, and the crank was cleaned up
and questionable bearings were fitted.
Clearances did not play a part. It only ran
because it was a Mercedes! Sybie assured
me that his source that supplies the parts
should be able to find what was needed, but a
week later they gave up. SO BACK TO THE
DRAWING BOARD. Not wanting to waste any time I
ordered the parts from our local dealer. I knew I was
in for the high jump but what came exceeded my
wildest dreams. A few Rand short of 20K gave me
6xpistons, big ends and main bearings, ring
gear, oil pump, gaskets and valve stem oil
seals. To add insult to injury I then only learnt
about a place in Pretoria that could supply
six pistons (MAHLE)at the price of what I
paid for one through the dealership.
But cowboys don't cry and at least I know
that I will have a perfectly balanced motor
that has been assembled with care when all
is done. So, once again the lesson learnt is
when you buy a car that does not run,
accept the fact that you may have to do
everything over again. But being a coupe I
had plenty of scope before over capitalising.
Regards
Steve Rademeyer
Flippie Kirstein's immaculate R107 SL
page 5

page 6
Ek het laat verlede jaar 'n
190SL aangekoop. Ek het die
motor op my sleepwa gelaai,
aangesien ek te jammer was om dit
vanaf Knysna na Somerset-Wes te ry.
Na die aflaai ry ek toe 'n paar draaie en
vind dat die remme baie swak is. Ek
parkeer dit toe maar liewer in die museum
tot tyd en wyl ek tyd kry om daarna om te sien.
Vroeg vanjaar het ek vir Fred Winkel versoek om
my remme na te sien. Na 'n paar dae gaan ek heel
opgewonde om my motor te gaan afhaal, net om te
hoor dat die masjien baie “grof” loop. (Hollandse
uitspraak) Ek het hom toe opdrag gegee om dit verder
te ondersoek en hy stel toe vas dat 'n klep gebrand is en
vind ook 'n rif in die “sleeve”. Nou ja, toe is dit nag en ons
haal die masjien uit. Ek besluit toe ook dat ek nog nooit
lief was vir swart sitplekke nie en verwyder die sitplekke.
Die wit verf gaan my ook nie juis aan nie en ek gee ook
opdrag aan Kleintjie Nortje by Orbit Coach Works, “verf oor!”
Met al die verf verwyder, krap ons toe 'n roesnes uit by die
regterhandse agter modderskerm. “Bestel 'n nuwe een”, sê
Kleintjie. Dit veroorsaak toe 'n verdere agt weke vertraging.
Erg terneergedruk stap ek toe daar weg en laai iets af by klublid
en vriend Otto Langeveldt, wat net om die draai is. Oor 'n
koppie rooibostee, vertel ek hom van die ramp wat my getref
het. Hy kyk my toe so aan asof hy my “opsize” en sê : “kom, ek
het vir jou 'n nuwe regterhandse agter modderskerm”. Ek kon
my ore nie glo nie! Hy laai dit toe op sy bakkie en ek neem dit in
na Orbit CoachWorks. Hulle oë val toe amper uit dat ek dit kon
regkry om binne 'n halfuur terug te wees met 'n nuwe
modderskerm. Ek het geglimlag tot verby my ore en laat val toe
heel “braggerig” 'n opmerking soos : “ek vat nie nonsens nie, kry
net die job klaar.”
It must be a “one in a million chance”, to stop at the right place, at
the right time, find the right person with the right goods, that is
scarcer than hen's teeth.
Otto, you are a true friend in a million. This kind of generosity
only lives in people who share a mutual passion!
Okkie Potgieter
Okkie besig om
sy SL af te vee
tydens die onlangse
George motorskou.
ONE IN A
MILLION
CHANCE
UNDER THE BONNET
MAINTAINING AN OLD CAR (Part 1)
Many older cars are sadly neglected when it comes to maintenance.
So many systems on a car depend on regular use and lubrication to
function well! Gearboxes and differentials need to “work” regularly to
keep seals supple and moving parts coated with oil. Things can rust
up inside from standing! Also, internal water jackets, coolant pipes,
thermostats and housings, etc, need to have coollant circulated
regularly. Use a good quality anti-freeze with a 30% dilution. This will
secure the best anti-rust treatment. Replace every 3 years.
Remember to change engine oil and filer at least every 2 years,
regardless of mileage. (Obviously more frequently where distance
traveled indicates it).
Cars that run too rich could result in petrol thinning the oil by leaking
past the rings into the sump. Smell the oil on the dipstick. Replace if
you get a strong petrol smell.
Brake fluid is best changed annually.
The fluid is hygroscopic and
absorbs water. This in
turn causes internal
corrosion to brake
components.
Bleed all 4
wheels, as
well as
master
cylinder and
booster
where
applicable.

Hi Graham,
My fascination with Mercedes began when I was just a kid growing up in a
green 1980 350 SE. I became obsessed with the shape of the 116 series
and counted every one while driving around with Mom or Dad. Even at
the age of 10yrs I was able to appreciate the quality and superiority of a
Benz over any other car…
Unfortuanately it had to make way for a new large Jap sedan in 1991.
Needless to say I was disappointed, and hated it for not being a Benz.
In 1995 Dad bought a cream1982 280EA and a black 1981 500SLC AMG.
I was in heaven. Shod with 245/45/16's on imported chrome 2-piece
rims, it handled like no other car I've driven. It was a stunner without
being too flashy. The instrument cluster had white AMG
dials/backgrounds.
I've finished school and varsity in the meantime with the 280 as my
varsity car. Both have passed, the 280 being written off by Mom, a la
Chapman's Peak style needles to say she got out unscathed.
Two years ago I helped Mom buy a silver/cream int 1991 300EA with low
mileage and FSH. It is a great car with quite a bit of power. She loves it.
I spent the last two years working and travelling in the States and boy,
oh boy, there are some nice old Mercedes, especially in California. Lots
of 300SEL 6.3 and 450SEL 6.9 cars on the market and most in excellent
condition.
I even managed to visit the Mercedes Museum in Irvine, California and
had a glimpse of the famous Reggie Jackson's copper coloured 6'9.
My Dream car, of course, is a 6.9 and must have cream/tan interior.
When I arrived back here in SA in Dec 2006 I stumbled upon an orig Nov
1979 350SEA - just as old as I am and similar to the one I grew up in… So,
impulsively,I bought it!! I had to, because there was another guy who
wanted it for his wife and I just couldn't allow that!
Thistle green in colour, cream interior, 169 000kms with FMBSH, original
Becker Mexico, Ex TVL with zero rust it is perfect.
The seats must have been covered with sheep skins all their life because
they seriously look like they did when the car left the showroom as does
the rest of the interior - like new. AC works, radio and original electric
aerial work perfectly except cruise control. Will get it fixed at next service..
All glass is original with old Transvaal registration still etched on all glass
- no chips or cracks. Paint is 98% good still has that deep Benz gloss.
Central locking works.
Mechanically, the car is excellent. Oil pressure at operating temperature
is just over 2 bar at idle. The tranny shifts as smooth and positive as it did
when new - in fact, smoother than Mom's 300.
Brakes are excellent sharp.
The only things I had to attend to for RWC was a leaking steering box
and worn out ball joint front right. Fixed steering box leak and had it
readjusted, and replaced ball joint.
All this was done at 170 000km service (at excellent German
specialist Franken Auto Services) plus tranny oil and filte, fuel
filter, brake pads, alternator overhaul, AC regas.
There were/are no other oil leaks.
It drives great and is very stable and surprisingly powerful
with only 3 gears.
I bought this car for R21 000 and spent just under R10 000
on it in the last month. Unfortuanately, I now need to sell the
car as I over capitalised on it. I would keep the car forever
but unfortuanately at my age and in my position at today's
fuel prices it just isn't practical. Above all else I've just moved
to Ballito and space is at a premium.
I'm looking for a good home for my big baby.
Please e-mail me at pompy@ananzi.co.za if you're interested.
Regards, Le Fre Potgieter
FROM THE MAILBOX
FROM THE MAILBOX
Yesterday I received three copies of the Benz Lens from Danie Erasmus
and it was great to be able to read about what is happening in your part of
the world and your interesting article relating to your visit to Germany. I
will be off to the Classic Car Show at Essen in two weeks time, this being
my fourth visit and a show not to be missed. I also received an invitation
to attend your National Gathering next month in Bloemfontein but
unfortunately I will not be able to make it (have to have new carpets
fitted this year!) but I am planning on being at the National Gathering in
East London in 2008 so I will be able to catch up with you all then.
As you may know that when I came here four years ago I brought my
190sl (now in the safe hands of Colin Meyer) and my 1972 W108 280SE
which I sold to a club member of the UK Club, since then we have become
great friends and maintain very regular contact. He has spent a great
deal of time, effort and money on the car and last year was rewarded with
the Concours prize in his catagory at the Club Concours. In addition it was
displayed at the Club Stand at the NEC
Classic Car Show held in November
2006 where it received a great deal
of attention. I must say that I
was proud to have been a
former owner. I will attach
some photographs which
you may wish to publish in
a future edition of the
Benz Lens.
I am still driving my 1994
W124 E220 cabriolet and
lasy year we managed to
get a 1988 W124 230E T
Series in blue/black with
about 400,000 kims on the
clock and running like new so
that is now our daily driver and
a most enjoyable drive it is as well.
It also comes in handy carting stuff
back and forth to the rubbish tips with the
floor suitably protected. Both these cars display
the MBCSA badges with pride.
All for now, may I wish you all the best for the National Gathering and
please give my regards to my friends and see you next year
Regards Mike Lindley
page 7

page 8
Interes
- t i n g
changes took
p l a c e i n
passenger car
styling in the middle
1950s. Longer, lower and
cleaner shapes began to
predominate over the bulky,
dumpy shapes inherited from
American cars of the late 1940s as
the Italians began to assert their
influence. Even American stylists were
going for the long and low look, although
their heavy reliance on chrome
ornamentation meant that most of their
designs were far from 'clean'. Nevertheless, it
was clear by 1955 or so that bulbous shapes like
those of the Ponton Mercedes-Benz sedans
would rapidly become dated, and Stuttgart's chief
engineer began to think in terms of a new shape for
the company's medium-sized sedans. The fourcylinder
models could carry on with their then-current
styling much longer than their six-cylinder
counterparts, for it was in the prestige market, at which
cars like the 220 and 220S were aimed, that awareness of
new styling trends had its initial impact. Consequently,
Fritz Nallinger called a meeting of Daimler-Benz's
principal passenger car architects during 1956 to
discuss what he called the 'new 220'.
Nallinger's only parameters, so the story goes,
were that the new car should be ready for
public launch in the autumn of 1959 and that
it should be built around a set of generous
interior dimensions which he had drawn up.
Although the first cars into production
would have to replace the middle-range
220 sedans there would in fact be three
basic variants of the new theme: at the
bottom would be the W110, intended
eventually to take over from the fourcylinder
Pontons; squarely in the middle
would be W111 220-range replacement;
and further up would be a highperformance
super-luxury variant
designated as W112, which would
eventually take over the market slot
currently occupied by the bid 300 sedans.
SAFETY
Central to the conception of the new models would
be a new emphasis on safety considerations which
was something quite new in passenger car design for
by building-in a safety factor, Daimler-Benz could add
to the appeal of their new models as well as adding an
image of respectability to the company which could
only be of benefit in the future. This entailed work for
all departments: Josef Müller's engine team were to
make their own contribution through even more
responsive variants of the existing power units;
Rudolf Uhlenhaut's team would look at ride and
handling improvements as well as at the
notoriously poor Mercedes-Benz brakes; while
Karl Wilfert's stylists and body engineers would
have to consider how their body shapes and
trimmings could best protect the occupants of
the car in the event of an accident.
The ingenious ways in which Stuttgart's
engineers came up with solutions to
these problems will be discussed
later. Suffice it to say for the
present that the main contours
of what enthusiasts
nowadays call the Fintail
models had been
settled by 1957, and
that the first
THE FINTAIL SEDANS
(adapted from “The Mercedes-Benz since 1945: Vol 2”by James Taylor)
hand-built prototype took to the roads in January 1958. During the 3 000
000 km of prototype testing which followed it was scarcely surprising that a
number of press photographers recognized the cars for what they were,
despite Stuttgart's rather crude attempts at disguise: the cars were all
painted olive-drab, has improvised rear lights and false circular grilles where
the instantly recognizable Mercedes-Benz grille would eventually reside, and
were registered in Neu Ulm or Frankfurt instead of Stuttgart. Recognition
was no doubt aided by the fact that the prototypes were always accompanied
by a fleet of Stuttgart's products wherever they went! The factory resolutely
denied all stories of forthcoming new models, but by February 1959,
development had almost reached completion and Nallinger, Uhlenhaut,
Müller and Wilfert themselves drove a group of four 'disguised' prototypes
from Stuttgart across the Alps to Naples and back to reassure themselves
that the new model really was ready for production. Contemporary pictures,
incidentally, show that at least two of these cars had round headlights to
confuse their identity, as the production 'Lichteinheiten' were a give-away to
anyone who had seen a 300SL roadster; but this design was not the same as
that later seen on the short-bonnet W110 models. Pilot-production began in
May 1959 with W111 six-cylinder variants only, and three new models were
proudly displayed at the Frankfurt Show in the autumn.
1959: The 220, 220S and 220SE.
The three new models 220, 220S and 220SE directly replaced the Ponton
219, 220S and 220SE sedans, although the two-door models to the S and SE
specification remained in production. In order to avoid confusion with the
earlier cars, the new models were actually designated 220b, 220Sb and
220SEb, but the suffix letter never appeared in badging.
By the standards of the day, they were strikingly
elegant cars, combining a certain
conservatism which instantly marked
them out as younger relatives of the
Pontons with up-to-the-minute
styling. Primarily, this styling
followed contemporary Italian
trends, which must have irritated
Pininfarina of Turin, who had
made several attempts to
persuade Daimler-Benz to
market a Farina-styled model
on the 300 and 300S chassis!
Nonetheless, the squared-off
contours did allow room for
one small concession to
American taste, in the shape
of the flattened-off tail-fins,
which later gave the cars their
Fintail nickname. Quite possibly
more prominent fins had been
proposed in the early stages,
but the natural Daimler-Benz
tendency towards
conservatism thankfully
minimized the influence
of American grossness.
The large tail-light
clusters were certainly
American in inspiration
as well, although
Stuttgart had
doubtless perceived
that these had real
advantages as well as
showroom appeal. At the
front, the traditional
Mercedes-Benz grille was
still dominant, although it
was much lower than on
previous models and was neatly
flanked by the streamlined
Lichteinheiten (with built-in fog lamps on
the S and SE only) first seen on 1957's 300SL
roadster and coupe. Cars for the American market, however, had striking
vertically-paired sealed-beam headlamps with the direction indicators
mounted below the air intakes. Large double bumpers front and rear, again
betraying American influence, completed the ensemble.
CRUMPLE ZONES
Research into safety aspects of the car had, of course, preceded Nallinger's
1956 planning meeting for the 220, and as early as 1951 Daimler-Benz had

patented Béla Bárenyi's design for a body structure which consisted of a
rigid central passenger cage with front and rear 'crumple zones'
corresponding to bonnet and boot, which were designed to collapse
progressively under impact and thus lessen its force. The Fintails were the
first production Mercedes-Benz cars to incorporate this principle,
however, and it may not be entirely cynical to suggest that their
cavernous boots 50% larger than in the Pontons were so partly
because of the need for a large 'crumple zone' at the rear! The
'crumple zones' were, of course, an engineer's work, but one of Karl
Wilfert's styling team had also been detailed to ensure that as much of
the interior as possible was safety-related. Thus there was ample
padding and an absence of hard edges, the steering wheel had a
padded central-hooter ring, and even the switches were of flexible
material, while the rear-view mirror was designed to come off its
mounting under impact and the windscreen to pop out after a blow from
inside the car.
For the time, the glass area of the Fintail bodies was enormous. The deep
windscreen and side windows ensured first-class visibility, which made its
own contribution to the underlying safety theme. To maintain this better
visibility in poor conditions, the Fintails employed a new design of
windscreen wiper which would come to characterize all the Mercedes-Benz
models of the 19609s: whereas conventional wiper arms working in parallel
inevitably left one corner of the screen untouched, the new design had the
arms working in opposing directions and overlapping in the middle of the
screen so that the vertical edge of the glass was fully cleared well, almost,
because the blades could not reach around the curved sides of the
panoramic windshield. It looked strange, but it obviated the need for
different arrangements on right-hand-drive cars, and it worked brilliantly.
Having ensured that the Fintail's driver could see, Stuttgart had also paid
attention to ventilation of the passenger compartment to help him keep
alert, and the comprehensive heating and ventilating system, with its
separate controls for left and right sides of the car, was supplemented by air
extractor slots in the upper D-pillars, picked out on all the 220 variants in
chrome. The cars' interiors offered acres of space, with large and
comfortable seats which conveyed an air of quality despite their relatively
cheap MB-Tex or cloth finish, according to the customer's choice. S and SE
models came with Reutter reclining front seats as standard, while leather
upholstery was an extra-cost option. The imitation wood stick - on to the
heavily padded facia grated a little, even though Stuttgart pleaded its nonsplintering
properties as a safety factor, and the instrument cluster, with its
almost unreadable vertical strip-type speedometer, won few admirers.
Gear-levers could be mounted on the column or on the floor, although the
handbrake remained obstinately beneath the dashboard in characteristic
Stuttgart fashion. A satisfying touch was the circular knob which wound
each quarter-light window open by means of a ratchet mechanism and
offered the additional advantage of rendering the thief's traditional point of
entry that much more impenetrable. The doors, of course, invariably shut
with a satisfying 'clink' onto their anti-burst safety locks, and the whole body
was exceptionally rigid and rattle-free.
As had been the case with the Pontons, it was pretty difficult to tell the three
220 models apart without prior knowledge of the minor differences. As usual,
Daimler-Benz had distinguished one model from another by means of
brightwork: small hubcaps for the 220, but full-size ones for the S and SE, a
single rear bumper on the 220 and a double one with separate number-plate
lights on the S and SE; more chrome round the tail-lights of S and SE; no
chrome on the scuttle air intake on the 220, and a strip of chrome along the
tops of the fins on the S and SE where the 220 had plain metal.
Performance-wise, there were distinct differences, however. The 220 had a
twin-carburettor version of the M180 engine from the old 219, with 95bhp,
giving a top speed of around 100mph; the 220S had different carburetion,
110bhp and a top speed of 103mph with better acceleration; and the
220SE had the fuel-injected M127 unit of the old 220SE, uprated now to
give 120bhp and a maximum speed of 107mph. Even though the Fintails
were all heavier than their Ponton forbears, they accelerated faster,
unless owners had specified the optional Hydrak automatic clutch, which
did slow them down a little.
They handled and rode better too, clinging to the road through bends with
remarkable tenacity for such large cars, and providing a notably bumpfree
ride over even the worst of surfaces, despite a certain tendency to
wallow like ship in a gentle swell. Front suspension was mounted with the
engine Ponton-fashion on a detachable rubber-mounted subframe, and
utilized the familiar unequal-length wishbones and coil springs, although
the shock absorbers were mounted further outboard than on the pontons,
there was an anti-roll bar, and the subframe pressing itself was of simpler
construction. The rear end was anchored firmly to the road by the use of the
low-pivot swing-axles with a central compensating spring over the
differential, which allowed softer spring settings without any deterioration in
handling. Power-assisted steering was optional and brakes were drums all
round with cooling fins; a servo was optional on the 220, but standard on the
S and SE. In all, the W111 220 models provided other manufacturers with a
formidable foretaste of the way it was going to be with future Mercedes-Benz
cars; and it was not long before Stuttgart set out emphasizing the point with
a rally programme based on the 220SE.
Back in the showrooms, meanwhile, business was booming. In its first full
year of production, the 220S sold nearly 35% more than the Ponton 220S
had sold in its best year, which was 1956, and sales remained high. The
220SE sold 1 579 units in the months between the Frankfurt Show and the
end of the year, as compared to a total of 1 974 units in one and a half
seasons of Ponton 220SE production. Sales of over 9 000 during 1960
demonstrated that the fuel-injected sedan had come to stay.
(Next time: more Fintail tales!)
page 9

page 10
Further
progress has
been made on the
600 at last!
Since I last wrote, my
consignment of new parts
has arrived from Germany,
which consists of, new door
rubbers, windscreen rubbers,
sealing strips and other grommets.
I had also renewed all the air bellows and
reconditioned the air control valves.
However, the car would just not lift. I had
already checked the function of the pressure
regulator and was in the process of checking the
delivery pressure from the regulator, when a very
irate neighbour came over to complain about the
noise. She clearly didn't appreciate the sound
(noise?) of a loud V8....So that put the brakes on any
further experimentation. The exhaust then became a
priority.
I contacted Richard Wocke from De Graaf again (he
organised the fabrication of the racing Fintail's exhaust
manifold) and showed him some diagrams of the 600's
exhaust system, as well as a few photos I had taken of the rear
silencers on a 600 Pullman that I saw at the Mercedes Museum
in Stuttgart. I wanted the system to look and function as close
to the original as possible and Richard didn't think that it posed
too much of a problem. The biggest challenge was to get the car
to his premises.
I decided to tow the 600 to De Graaf using the 'A' frame used to
tow my racing car. I removed the front bumper and then made new
brackets to attach the 'A' frame, which bolted into the bumper
mounting holes. The 600 was jacked up and I inserted the
emergency suspension buffers to support the suspension. Amongst
the horde of spares that came with the car, were two brand new
front buffers, but only one for the left rear on. I fabricated a new
one for the right by making a mirror image copy of the original.
The car was then ready to be towed and I hooked it up to the 6.9 for
the trip. I was initially quite intimidated towing this car, but it went
far easier than I thought it would. I was followed closely by my
father in his car and we drove no more than 50km/h through town.
Even though the 600 bounced like an apple cart in the emergency
buffers, it towed easily enough.
The exhaust system was fabricated in a week and turned out to be
very successful. It's almost exactly the same as the original and I
am very satisfied with the custom built silencers, of which I had
an extra set made for spare. All in all, Richard and his team did a
great job.
Now with a new exhaust and a much quieter car, I noticed for
the first time that the car was only running on 7 cylinders.
Last year I had already started a complete service on the car
by replacing the diff oil, auto gearbox filter and oil, fuel
filter, engine oil and filter, but I then completed the service
by renewing the spark plugs, adjusting the tappets and
renewing the points and condenser. The service also
seemed to solve the cold starting problem, but still the
car only ran on 7 cylinders. Eventually I traced the
problem to a sticky plunger in the fuel injector
pump, which I managed to free without taking the
pump apart. I got a lot of advice from fellow
members, as well as the M-100 International
website, and followed the advice to add ATF
to the fuel tank. Apparently ATF helps
lubricated the pump, as well as cleaning
the injectors. I also checked the oil
level on the injection pump and
sucked out the excess oil - I
understand that if the pump is
too full, it may cause rough
idling. The car now runs beautifully.
As a matter of interest, I contacted Niemoeller to get a quote on new
injectors for the 600......wait for it.....EUR 1475 EACH!!!!!!
Having sorted out the misfire, work could resume on the suspension. I
hooked my pressure gauge up to the delivery side of the pressure
regulator and it proved to give enough pressure. I reassembled the air
pipes and then fastened the gauge to the delivery side of the air control
distributor, which only gave a maximum pressure of 11 Bar. Someone had
turned the adjusting screw out, and by turning it back in, the pressure
climbed until I reached 14 Bar, where I locked it. I understand from the
manual that the working pressure should be between 13.5 and 16.5 Bar. I
removed the gauge and then reconnected the air pipes and ran the car.
The car lifted comfortably and I almost started doing cartwheels!!!
I left the car overnight, but by the next morning the front had dropped. I
ran the car and she lifted, so I will have to re-check the control valves and
all the pipes and connections again.
However, the highlight of it all has been taking the car for it's first drive in
15 years! It was a short drive around the block and I was amazed at how
well the car drove - I think you could see my smile from miles away. The
gearchange was lousy and when I got home again, I re-checked the
transmission fluid level, which was very low. After topping it up, I took it
for another drive and the gearchange was perfect!
I am even more excited about the 600 now, and the next step is get the air
suspension sorted, the rust behind the rear wheel arches repaired, and
the car stripped for new paint.
Here is a pic of the 600 being towed by my 6.9 - that's 13.2 litres in
tandem!
Grant Viljoen
600 story

DEREGISTERED BY DEFAULT?
By Greg de Klerk
Registering a collectable or classic car is not always plain sailing as I
recently found out when I bought a beautiful 280SE 116. The car's
previous owner, a fellow club member and collector, is a registered
motor dealer and hence the car had been dealer stocked for
approximately six years. On collecting the car, I was very kindly
given a roadworthy certificate, a police clearance certificate and a 21
day temporary permit to drive the vehicle. I thought that 21 days
would be more than enough time in which to register the car!! The
police clearance was obtained because the roadworthy centre would
not issue the dealer with the roadworthy certificate as the engine and
VIN numbers were incorrect. I was so grateful that the dealer took
care of the police clearance as this can be an absolute nightmare for
the ordinary man. I was advised that since the car was dealer
stocked, I would not need proof of purchase and I should just go
along to my local registering authority and have it registered.
On presenting my papers to the Milnerton Traffic Department, I
was told they could not register the car as I was to see the
supervisor. The supervisor said that because the car was dealer
stocked for longer than 5 years, the NATIS (National Traffic
Information System) automatically deregisters the vehicle by
default due to inactivity!! Nou wat? The car's details would have
to be re-introduced to NATIS. To do this, the car would have to be
weighed. The weight certificate, along with all the abovementioned
documents would have to be faxed to head office for some computer
operator to capture the car's details to re-introduce it to the system.
Once back on the NATIS system, the car would still not be registered
unless a further police clearance certificate was obtained!! They
would not accept the first police clearance, so it would have to be
obtained for a second time!! Sh*t, nie weer nie!! I was also told that I
would be responsible for all the arrear licence fees!! I politely pointed
out that the car was dealer stocked and hence not unlicensed. I was
then told to produce proof of this and the purchase. I accordingly
contacted the dealer for this information.
I went to the municipal weighbridge and obtained the weight
certificate. It was then back to Milnerton Traffic where I handed the
documents in and was told that it can take up to two weeks to have
the car's details re-introduced to NATIS. Since this was 2 days before
Christmas, my hopes were fading fast. Precisely 2 weeks later, I was
phoned to collect the documents and the second police clearance
request form. This also happened to be the last day that my
temporary permit was valid!! By this time, I was fed up with the
Traffic Department and decided to drive the car without a temporary
permit!!
My wife was luckily still on leave, so she very kindly offered to take
the car for police clearance, which, if busy, can be a whole morning
affair. She left home at 06h30 to beat the queue and she happened to
be the first one there!! At 07h15, she phoned me in a panic to say
that they would not inspect the car as she did not have her ID book
on her. She managed to convince them to do the inspection on
condition that I bring her ID book. On
arrival at Stikland with the ID book,
I discovered that they would not
issue clearance as the
temporary permit had
expired!! My own fault, I
know!! It was a case of
being so close, yet so
far!!
So I raced off to
Milnerton Traffic for a
temporary permit,
which I had by
09h00. It was then
back to Stikland to
brave the queues. To
my surprise, there was
only one car ahead of me
and by 10h30, I had the
damn police clearance
certificate. It was then back to
Milnerton Traffic, where the car
was finally registered in my name!!
CLASSIC RACING FINTAIL STYLE
Since the last race in July 2006, the Mercedes has undergone a total transformation
and the result is quite beautiful. During the process, it has also become a family
project, with both my father, brother and me putting in many long hours of work.
The transformation started when new front and rear windscreen seals arrived from
overseas in September, and I took the opportunity to strip the car entirely and send it
for new paintwork, compliments of L & M Autobody in Pretoria. The deal was that I
would pay for the paint, while Karel, the owner, would
get his staff to prepare the car and paint it
during quiet periods.
While the car was away, I set about
fabricating an air box for the air filter,
which would be attached to the
carburettors. The result was very
successful and the car now runs
with a new air box using a Jaguar
XJ6 air filter.
The car was collected from its
respray by the middle of
November and I was astonished
at the high quality of the work
done. The car was not only
sprayed outside and inside, but
inside the engine compartment
and boot as well. A friend of mine
who restores Minis, was very
impressed with the car, and
commented that the Mercedes was
resprayed better than some of his recent
restoration projects, which was high praise
indeed. I then stared to re-assemble the car, and
during the process the side windows were replaced with
3mm clear polycarbonate sheet, to save weight.
The air box consumes a lot of space, resulting in the oil catchment tank being moved
to the boot, with some delicate pipe bending work being done by my brother. The
radiator was re-cored with a modern high density core to cure the overheating
problem and a thermoswitch was also fitted to the bottom of the radiator for the
electric fan. A used auxillary fan from a W126 series was fitted to the front of the
radiator and the old mechanical fan was removed. The fan switches on and off
automatically, but also has a manual override switch. My father spent many hours on
the front suspension removing the lower control arms and slotting the mounting
points with a die-grinder to give the car more negative camber. Finally, a set of semislick
tyres was fitted for extra traction.
The first outing of the year took place at registration a week before the second annual
Springbok Series Revival meeting on 3 February. The car performed extremely well
and I managed a best time of 1min 24 seconds - two seconds faster than ever before.
Later on, the car started to misfire and we struggled to find the fault before race day.
There was also a problem with the clutch hydraulics and we replaced the clutch
master cylinder seals, as well as the seals on the slave cylinder, but the problem
would not be solved. Eventually the problem was solved by bleeding the system
properly, on the recommendation of my friend, Lou Faul. The lesson in bleeding a
clutch on a Fintail:
Attach a pipe to the brake caliper bleeder screw and the other end to the bleeder
screw on the clutch slave cylinder. Open both bleeder screws and pump the brakes,
thus circulating the fluid and bleeding the system.
By race day the car was still misfiring and we had already replaced the spark plugs,
plug leads, distributor cap, rotor, coil and condenser. After first practice, we decided
that the only thing we had not exchanged was the distributor, and we found that one
of the centrifugal weights had come off its spring. Lou took over and quickly
overhauled the distributor and we were upbeat that we had found the problem, but
the car still misfired. We eventually fitted an electric fuel pump in series with the
mechanical pump and this seemed a lot better, However, the new electric pump
seized during the race and the problem reappeared. The conclusion was that there
must be some sort of blockage in the tank, which still has to be verified
The result was that the car was decidedly off form, but the racing was still fun. The car
was shared by one of the British drivers, Max Wakefield, who has become a good
friend over the past few years. Max is an enormously competent driver and has raced
an array of fast cars. He owns and races a Ferrari P4 replica, which is currently being
fitted with a Ferrari F1 motor, and has also raced an early 90's Bennetton F1. Last
year, he raced an Austin Healey at the Le Mans Retrospective, so there is no doubt
that he's a man of quite some experience. Even though the Mercedes was a bit sick,
Max was very impressed with the chassis and handling, and said that in his opinion,
the car could have handled another 200 hp. His statement speaks volumes about the
fundamental engineering of the Fintails!
The end result was an overall second in class, which pleased me, but the frustration of
having an under-performing car was offset by a wonderful atmosphere of
enthusiasm, good friends and beautiful cars.
Grant Viljoen
page 11

page 12
One East London
man's obsession with
model cars has made him a
“collecta-holic”. So much so
that he has dedicated an entire
back room to the hundreds of models
he owns.
“I love cars, especially old ones, but I could
never afford the real ones,” said Pieter
Moolman.
He started his collection in 1983, the same year he
bought a 1966 230S Mercedes-Benz “fin-tail”.
He has about six cabinets which house the different
collections. One is for the first 100 years of Mercedes-Benz
cars, another for racing and rally cars, another for modern
Mercedes-Benz cars, another for trucks, one for older 1930s
models and one for dinky toys.
Every inch of the tiny room is covered with car memorabilia,
including AA (Automobile Association) badges from various
countries and dates. “I love cars, but it had to be a question of
specialization, because you can't do everything. You have to have
focus,” he said.
His collection consists of cars with scale of 1/43 which means the original
is 43 times bigger than the model.
And just how many does he have in his collection? “I have never actually
counted ... hundreds,” he said. But with an established collection it
becomes very difficult to track down models one still needs.
“In the beginning it's easy to find models, but then it becomes very difficult.
However, the excitement of finding a new one is something else. It's very
satisfying.”
He often swaps doubles with other collectors in order to gain a new model. The
Internet is another source where he buys from. Then there are the speciality
shops in Johannesburg and Cape Town.
Lnr: Kobus Harris, Wilfred Dicker
en Steve by afhandeling
van die transaksie
OBSESSED WITH MODEL CARS
EL man has hundreds in special room
“You don't really get anything new in East London,” he said.
Once every couple of months, he has to take down each little car
and give it a good clean. It's a delicate job, as mirrors and car
badges are so fragile, they can easily break. But because of East
London's humidity, the mammoth task has to be done, otherwise
they will start rusting.
“When you handle them, you appreciate each one all over
again,” Moolman said.
Although he has specialized in Mercedes-Benz, he said he likes
the detailed modern models, but also loves the character of old
toy cars. “Money can't buy that, and they can't recreate those
anymore,” he said.
He is often asked how much his collection is worth. “It's
priceless!
You can't put a value to it. For me it's my hobby. I buy new
models for the enjoyment. It's my investment, but it doesn't
matter if it'll be worth anything one day.
“In the evenings I
like to sit and look
at the cars.
It's my way of
relaxing from the
pressures of work,”
he said.
Reprinted with
permission from
the Daily Dispatch.
Pieter Moolman is
our Eastern Cape
chairman. ed.)
The Story of an oilcoholic
As I was leaving the George motor show, Kobus Harris informed me
that the 250 SL of Wilfred Dicker was for sale and I decided there and
then to buy the car. The weekend of the 27th February I flew down to
George and we picked up the car from Wilfred in Klein Brak River. On
the way to Mossel Bay I did my usual trial run to see if the motor was OK
for the trip to Brakpan and we proceeded at a hefty pace, changing
gears at 6500rpm..All sounded and looked well except that I saw some
oil seepage from the rev counter drive cable. This did not perturb me
much and I left Mossel Bay at 2am. I cruised at a respectable 120, and
200km from my place of departure I noticed the oil pressure
gauge taking a dip. I cut the motor and stopped to
investigate. Well, the motor did not blow, but it had no oil
in it and I fortunately saw this in time! I had a spare 5
litre in the boot and the motor took all of this and
where I had stopped it was dripping oil like no
Jaguar could ever do. Well, I was on my way -no
turning back, so at Uniondale , Willowmore and
Aberdeen I had to keep on filling up with oil and
bought 10x 500ml cans in case. Only in
Colesberg was I able to find a spares shop
where I could purchase 2x 5 litre cans and so I
proceeded back to Brakpan. I had to keep on
checking and found at 140km/h I could do
about 100km before reaching the lower mark
on the dip stick. So it was stop and go all the
way. 15 hours later with a total stopping time of
3hours and 27 minutes I got home. Oil
consumption 21 litres or 1.5 litres per 100km and
fuel consumption 16.2 litres per 100km.Now beat
that!

GEORGE OU MOTORSKOU 2007
Die 11de GEORGE OU MOTORSKOU het soos elke vorige jaar by die
P.W.Botha Kollege gronde plaasgevind.
Die skou is voorafgegaan deur 'n optog van veteraanmotors wat van
Klaarstroom vertrek het en via die pragtige Meiringspoort gereis het
tot by Oudtshoorn waar daar tee gedrink is. Vandaar is hulle oor die
Robertsonpas tot by die skilderagtige Eight Bells Mountain Inn waar
middagete geniet is. Die reënweer het plek- plek dit maar ongerieflik
gemaak vir die manne in die oop motors, maar hulle is verder via
Mosselbaai met die ou pad langs tot by die skougronde op George. Die
manne was maar koud en nat toe hulle daar gearriveer het.
Soos gewoonlik is die baan reeds teen Donderdag middag uitgesit en
kon die uitstallers al Vrydag hul motors kom uitstal. Teen laatmiddag
was dit al 'n pragtige gesig van motors wat dateer van 1910 tot 2007.
Uitstallers van reg oor die land was daar en daar is gesorg vir 'n vuur
om die eerste vleisie saam met die Kaapse manne te braai.
Die groot intog was Saterdag toe die meeste uitstallers gearriveer het
om hul pronkstukke te kom uitstal. Daar was 'n groot verskeidenheid
motors, bakkies, trekkers en motorfietse en motorliefhebbers het hul
verlustig aan al die motors uit toeka se tyd en oral hoor jy hoe stories
uitgeruil word. Vir die honger en dors is daar oorvloedig voorsien.
Die Mercedes-Benz Klub was baie goed verteenwoordig en 65
pronkstukke is uitgestal . Die publiek het in verwondering gekyk na die
groot verskeidenheid SL's, Coupe's, Sedan's, en natuurlik Jan Ellis se
nuut gerestoureerde 170 Bakkie. Graham se W114 "strech limo" en
Waldo se 600 het pragtig binne die Benz tent vertoon. Die skou was
goed deur die Wes-Kaap streek ondersteun. Die Gauteng streek was
ook verteenwoordig en Steve het met sy 300SEL 6.3 kom spog, terwyl
Johan Swanepoel en Danie Erasmus verkies het om met die Boeing te
kom. Die skou is verder ondersteun deur klublede van Klerksdorp en
Witbank. Dankie manne! Ons hoop volgende jaar sal daar meer
motors van Gauteng wees. Louis Coetzer van die Vrystaat was daar
met sy 300 CE. Verskeie lede van die Oos Kaap het kom kuier en Pieter
Moolman het sy 230 TE kom skou ,(baie plek vir modelletjies). Daar is
mooi motors in die Oos Kaap (Piet Prok, Norman, Noël, ens.) en ek
hoop dat hulle volgende jaar daar sal wees.
Soos gewoonlik is daar 'n paar motors verkoop en ek weet dat Steve
die 250 SL (ex Wilfred Dicker) totaal uitmekaar gehaal het. (sien
artikel elders in hierdie uitgawe) Saterdagaand is die Mercedes-Benz-
Klublede met 'n heerlike skaapbraai en wyn by die tent getrakteer. Ons
was nog besig om te eet toe die hemele ooptrek en 'n ligte wolkbreuk
ons oorval het, maar binne minute het almal gehelp en was alles in die
tent. Ons laat nie 'n “party” doodreën nie! Vandaar is ons na “party”
nr.2 waar die Suid-Kaap Oumotorklub 'n bring en braai vir die uitallers
aangebied het. Daar is groot potte mielies gekook en tot laat gedans
op die musiek van Allen Green se Orkes.
'n Rekord aantal besoekers het die skou besoek en was die skou
weereens 'n groot sukses.
Die dag is gekenmerk deur 'n deurlopende program waar motors deur
die arena kon ry en aan die publiek vertoon kon word met bypassende
komentaar. Reën het die middag se verrigtige 'n bietjie ontwrig,maar
later weer opgeklaar.
Die Modelmotor-Uitstalling van meer as 5000 modelle het baie
belangstelling gelok en menige van ons is met 'n groot gat in die
beursie en 'n paar modelle daar weg. Party mense word ook nooit
groot nie en die speelgoed duurder.
Sondag was 'n "Disaster" en het die hele skou uitgereën. Daar is vroeg
al besluit om handoek in te gooi en almal het vroeg die pad huis toe
aangedurf.
Weens die feit dat die George Oumotorskou elke jaar op dieselfde
naweek as die resies op Killarney in Kaapstad is, is daar besluit om die
skou met een week te vervroeg en sal die volgende motorskou op 2 en
3 Februarie 2008 by die P.W.Botha Kollege op George plaasvind.
Die George Motorskou word deur CAR tydskrif as die beste motorskou
in die land beskryf.
Benz Groete
Kobus Harris
page 13

page 14
Here are some pics of
the collection at the
museum in Irvine … I read
about the museum in some
classic car magazine while
working in the Mid-West. I had
already planned the 2000 mile trip to
California in the summer of 2006 – and
when I realised that Irvine was en route, I
added it to itinerary as fast as you could say
Mercedes Rulz!!! But in order to find it I had to
accost the Mercedes dealership in Irvine, California
where I got directions. As we arrived at the dealership
a very friendly Indian-Ethiopian salesman gave us a
grand tour of the biggest Merc dealership outside of
Germany. It truly is massive. He allowed us to sit inside an
SLR but we were only allowed to drool over the two
Maybachs, 57 and 62, that were standing side by side on the
showroom floor. Their prices were around $330 000 – do the
math! There is nothing like a Maybach… End of
story. The salesman said that they sold 1
Maybach (usually a 57) a month and
during their best month they sold just
over a thousand new vehicles! When
the salesman found out that we were
from SA he immediately introduced us
to the GM who is Mr Garth Bloementhal
from South Africa!! He had been with
the dealership since 1983. My buddy,
who had no other choice but to tag along,
took the pictures (whilst I was drooling
over these former kings of the road) as he
is 6ft6 tall and half the cars are on space
saver hoisters.
It was disappointing not being able to get up
close to some of the cars – especially when I
realised the 6.9 was out of reach, high up on a hoist!
The 6.9 above belonged to Reggie Jackson and is the grey colour
You see – not the copper colour I remembered it to be. It has 40 000 miles on
the clock. Note the 15 inch mags which are shod with 235’s – it makes the car
look so much more aggressive/muscular and should obviously have a positive
effect on its handling. I’m not a big fan of the US spec bumpers and lights. In
the later years some of these and the lesser 450’s were optionally equipped
with power front seats (and rear in the 6.9), ABS and climate control!
To be honest I expected more vehicles, but at least I got to see a 6.9 – albeit
from a distance.
Le Fre Potgieter
220SE
Museum in Irvine
We all know what this blue beast is…
Another one of my favourites is this brown
280 SE above. I remember the gold cab
next to it being a 3.5.

SNIPPETS • SNIPPETS • SNIPPETS
SL DAKHANDVATSELS
Om die seilkap van die 107 toe te trek met die 1 sleutel wat met die gereedskap kom, is
altyd 'n gesukkel.
Ek het lank gelede reeds 'n 2de lang sleutel van 'n stukkende tang gemaak sodat mens
darem altwee kante gelyk kan aftrek. Toe kom die gedagte om 'n goedkoop knyptang
("Stanley") van die supermark op te sny.
Die vorm is presies dieselfde as die oorspronklike M-B sleutel (sien foto). Dit is egter
korter, maar met 'n bietjie meer krag werk dit perfek.
Dit behels natuurlik heelwat gesny en geslyp met die hoekslypmasjien, en dan moet
die growwe afwerking van die tanghandvatsels ook geslyp en afgeskuur word. Ek het
myne met 2-deel epoksie vasgeset aangesien die een kant nie deur die springknoppie
vasgebyt word nie.
Maar aan die einde van die proses kos dit byna niks... veral in vergelyking
met twee Pagoda handvatsels!
Johann du Toit
Classified ads
FOR SALE:
Original Mercedes Benz 1963 190 D. All it requires is 4 glow plugs and a
water pump! All is original on the car and in good working order. Contact
Zanders De Necker Cell number 083 365 1573.
Large Amount of W 108 spares. Including body parts, mechanical parts,
seats and trimmings, lights, heater boxes etc. Too many to mention. I
would prefer to have one person taking everything. Contact David Muller
via email dhmuller@mweb.co.za
WANTED:
I’m not a member of the club, but would appreciate any help in finding a
good 290/300GD. Thank you in advance Hannes De Villiers
ilke@sentechsa.com
Mercedes- Benz SL hardtop to fit the R107 in good condition.
Price is R 6500 contact Gary Dodds on 082 371 0121. e-mail:
gary.dodds@daimlerchrysler.com
FOR SALE:
1991 W124 230CE. Two tone charcoal. Immaculate condition. Only 153
000 km's with full service history. Absolutely full house with Sunroof. Merc
mags fitted, original wheels also part of the deal. R 115 000. Current owner
retiring and moving to smaller place. Phone Thys Lehman on 082 786 5790.
124 and 126 15inch plastic hubcaps in excellent condition. Reasonable
offers accepted. Greg de Klerk 082 4411181
GESOEK:
Ponton Coupe, kontak Okkie Potgieter, 082 440 2019
Wanted for an open class philatelic exhibit (at least 50% philatelic material)
titled “The story of Mercedes-Benz 1885-to date”, printed material such as
brochures, leaflets, mini images of posters and so on. JAN BURGER,
P.O.Box 2343, Knysna 6570 Tel-044-3871333 Email:burgerj@iafrica.com
1977 Merc 450SL . Very good original condition. Hard and new soft top .
Cypress green metallic /tan interior. 215000 km with service history.
Price R 85000.00
Phone Neville: 0832285254
For Sale: Various Becker Radios. Phone Greg de Klerk on 082 4411181
Headlight units (complete) for W108 and Fintail models. Older and
newer versions. Ponton 220S sedan doors and wings available. Very little
rust. Phone Graham 0829200501
W116 280 SE te koop. Skakel Kallie 0835448883 (Oos Rand)
Wanted:
Front bumper overriders for a Ponton 219. Any condition!
Phone Dave Acker 0825770578
1976 W115 230.4 te koop. 103000km, roomkleur. Skakel 0822257130
(Alberton)
continued on p16...
Hier is 'n wonderlike webwerf wat jou
stap vir stap wys hoe om die hele
spoedmeter van W116 en W123 modelle
uitmekaar te haal met al die aanwysings,
fotos en veel meer.
http://dieselgiant.com/repairyourodome
ter.htm
(ingestuur deur Bennie Jordaan)
(Ons moedig lede aan om hul gunsteling
Mercedes-Benz webwerwe met ander lede
te deel! Red.)
page 15

page 16
graham van heerden
President and Benz Lens Editor
T: (h) (021) 976 2934
T: (w) (021) 975 9019
F: (021) 975 9999 • Cell: 082 920 0501
E-mail: president@mercedesbenzclub.co.za
P.O. Box 2443, Durbanville, 7551
waldo scribante
Chairman: Southern Cape
Membership Secretary
Website coordinator
T: (h) (044) 870 7809
T: (w) (021) 873 6359
F: (044) 874 1506 • Cell: 082 802 3280
E-mail: membership@mercedesbenzclub.co.za
johan swanepoel
Chairman: Gauteng
T: (h) (011) 664-6788
T: (w) (011) 717 4595
F: (011) 664 6788 • Cell: 083 310 1663
E-mail: Johan.swanepoel@wits.ac.za
P.O. Box 4841, Luipaardsvlei, 1743
pieter moolman
Chairman: Eastern Cape
T: (h) (043) 748 4727
Cell: 083 780 4727
E-mail: plmoolman@absamail.co.za
Haroldsingel 1, Beaconsbaai,
East London, 5241
Club approved 1) Pieter Meiring 2) Glenrand MIB (Mandy Barrett) 3) Prestasi Brokers (Thelma Krugel)
Insurance brokers: Cell: 082 557 0100 Tel: (011) 293 2511 Tel: (021) 914 0752
Classified ads
steve rademeyer
Vice President
T: (h) (011) 742 2222
T: (w) (011) 740 7474
F: (011) 740 9057
Cell: 082 887 5201
E-mail: benns@iafrica.com
Okkie Potgieter
Chairman: Western Cape
T: +27 21 852 7035
F: +27 21 852 5293 / 852 7040
Cell: 082 440 2019
E-mail: maoliosa@westacre.cp.za
15 Verster Avenue, Land-en-
Zeezicht,Somerset West 7130
danie erasmus
Regalia Representative
T: (011) 672 2531
F: (w) (011) 672 2531
Cell: 083 306 6940
E-mail: erasmudj@iafrica.com
P.O. Box 6296, Ansfrere, 1711
1956 MERCEDES BENZ 300C ADENAUER,
FACTORY SUN ROOF, VERY RARE, VERY HARD
TO FIND, STICK SHIFT VERY RARE, VERY
ORIGINAL CAR, NEEDS RESTORATION, FOR
ONLY $16.900
C+F Cape Town tax and duty free at SACD.
GECO Cars Tel: (021) 713 - 1132
CELL :082 8245 662
gecocars@gmx.de
1960 MERCEDES 220SE PONTOON
CABRIO, WHITE WITH RED INTERIOR, RUNS
AND DRIVES VERY GOOD, THE CAR DOES
NEED COSMETICS RESTORATON, LAST AND
THE MOST DESIREABLE YEAR FOR THIS
PONTOON BODY STYLE, FOR ONLY $ 45,000.
C+F Cape Town SACD tax and duty free
GECO Cars Tel: (021) 713 - 1132
CELL :082 8245 662
gecocars@gmx.de
PLEASE NOTE: The placement of ads is a service rendered to our members. Neither the editor nor the committee accepts any liability pertaining to condition or
ownership of goods advertised. It remains the responsibility of the reader to investigate these issues before closing any transaction.
DISCLAIMER: The Mercedes-Benz Club of South Africa, although an authorized user of the Mercedes-Benz Trademarks, is an independent organisation and
the views expressed in the Newsletter are not necessarily those of Daimler Chrysler SA, Daimler Chrysler AG or the Mercedes-Benz Museum GmbH.*
Opinions expressed are those of the individual contributors and should not be interpreted as official club policy. While great care has been exercised in
the compilation of the material published, members are advised to personally verify information, statements and claims before committing
themselves to acts on transactions.
* Mercedes-Benz Museum GmbH is a DaimlerChrysler Company.
Registered trademarks of DaimlerChrysler, Mercedes-Benz
Stuttgart, Federal Republic of Germany.
mercedes-benz club of
south africa
The only officially recognised Mercedes-Benz Club in Africa
Member of the SA Marque Club Association
theo claassen
Treasurer
T: (h) (021) 852 5928
T: (w) (021) 854 7301
F: (021) 853 8911 • Cell: 082 654 7300
E-mail: ctclaassen@rolagrp.co.za
P.O. Box 119, Strand
louis coetzer
Chairman: Free State Region
T: (h) and F: (051) 436 3930
Cell: 082 491 1695
E-mail: l.f.c@mweb.co.za
P.O. Box 29275, Danhof, 9310
greg de klerk
Secretary
T: (h) (021) 683 1710
T: (w) (021) 465 2037
Cell: 082 441 1181
E-mail: greg-jo@polka.co.za
P.O. Box 3872, Cape Town, 8000
life members
Sir Stirling Moss
Steve Rademeyer
Philip Kannemeyer
Ettienne Geel
Ria Geel
1984 Mercedes Benz 280TE, 7
Seater, Ivory, Automatic Price:
R53000 - Cape Town - Rare low
mileage station wagon with
125000km & original books, 7
Seater option, Superb condition
with leather seats & uncracked
dash, Aircon, Sunroof, Central
Locking, Speed Control, and
refinished Mercedes mags. Contact
Hans Matter on 0824511373