Monteagle & the Dixie Highway – America’s Most Feared Road

General Comments on Aerodynamics at Mercedes Benz

Aerodynamics at Mercedes-Benz: the added value

• Diverse advantages in everyday driving: increased range, more comfort and safety
• Long tradition: aerodynamic bests and modern measuring equipment
• Detailed aerodynamic optimisation: the new CLA with EQ Technology

Low air resistance means high efficiency. This makes aerodynamic behaviour crucial, especially for electric vehicles. Reducing the drag coefficient by just 0.01 increases long-distance range by about 2.5 percent. Based on an annual mileage of 15,000 kilometres, corresponding aerodynamic optimisation results in an extra 375 kilometres of distance.

Mercedes-Benz recognised early on that aerodynamics are key to efficiency. Accordingly, the list of models with top aerodynamic performance is long: It initially ranges from the W 125 of 1937^[1] to the 540 K “Streamliner” of 1938 and the C111² from the 1970s to the W124 of 1984, which with a C_d of 0.29 was the first production car to fall below 0.30. More recently, the CLA of 2013 with a C_d of 0.22, the EQS with 0.20, and the current CLA with EQ Technology with a class-leading 0.21 should be mentioned. Another aero champion is the VISION EQXX from 2022. With a C_d value of 0.17, this technology platform offers the wind even less air resistance than an American football. While the focus of the VISION EQXX was on efficiency itself, the AMG GT XX was primarily about ensuring that efficiency at speeds of over 300 km/h. Thanks not least to its C_d value of 0.19 and intelligent aerodynamics, the AMG secured 25 long-distance world records on the Nardò test track in August 2025.  

Previously, and especially in racing, achievable speeds and high cornering speeds, i.e., downforce, were the focus. Today, the main focus is on energy consumption and range while maintaining Mercedes’ famous and much-loved driving characteristics. But not only in terms of air resistance, but also in the other aerodynamic disciplines of aeroacoustics, keeping the vehicle clean, and open-top driving comfort, Mercedes‑Benz models have been at the forefront for many decades. Further information on the aerodynamic sub-areas can be found here.

This is also due to the high level of development effort that the brand with the star puts into this area: The “Large Wind Tunnel” in Untertürkheim was the world's first of its kind for automobile development. The first documented measurement took place there over 80 years ago on February 5, 1943. The “Large Wind Tunnel” is still in use. In 2013, Mercedes‑Benz once again took the lead in aerodynamic testing with the aeroacoustic wind tunnel at the Sindelfingen Development Centre. Further information on the measuring equipment can be found here.

Small details, big impact: aerodynamic optimization of the CLA

As great as the added value is in everyday driving, the aerodynamic optimizations of the vehicles are just as extensive, as shown below using the current example of the all-new electric CLA. With a C_d value from 0.21, this all-electric model is one of the best in its class. Within the series, the spread is also very small. This is partly due to the wide range of aerodynamically optimised wheels. These include, for the first time, a bicolour full cover for light-alloy wheels. Compared to a conventional wheel, it performs up to 15 C_d points better; compared to an already optimised aluminium aero rim, the advantage is still up to two C_dpoints. In addition, the aerodynamicists have optimised the wheel spoilers in front of the front and rear axles in detail across all inch sizes, thus minimising the influence of the wheels and tyres on air resistance.

In the area around the radiator grille and headlights, the joints were optimally placed and partially sealed. The underbody concept of the EQS and EQE has been further developed. The very smooth underbody is almost completely closed and the spring control arms and tie rods are also covered. The rear wheel cover is fixed to the body shell, so it has no joints to the surrounding components and therefore does not move with the axle when it compresses, for example. In order to avoid any aerodynamic compromises, Mercedes‑Benz even installs two diffuser variants on the rear of the all-electric CLA: for models without and with a trailer hitch.

^[1] On January 28, 1938, the Mercedes-Benz W 125 record car set a speed world record on public roads with its drag coefficient (Cd value) of 0.17: Rudolf Caracciola reached a speed of 432.7 km/h on the A5 between Darmstadt and Frankfurt.

[2] The record-breaking C111-III had a drag coefficient of 0.183.

Aerodynamics at Mercedes-Benz: A History

Aerodynamics at Mercedes-Benz: history

An elegant front section, shaped along aerodynamic efficiency lines, large glazed surfaces and gullwing doors are the visually conspicuous features of the world-record-setting C 111-III experimental car.

• Inspired by aircraft construction: early aerodynamic optimisations of cars
• Records in series production: ancestry to the CLA with EQ Technology
• Aero-Champions: concept vehicles and technology platforms such as the VISION EQXX

More than 100 years ago, aerodynamics first came into the focus of science - but it was not until after the second oil crisis about 45 years ago that it was given high priority in vehicle development. The first passenger cars were derived from the carriage. Also because of the low possible speeds, aerodynamic considerations played no major role. Even the first “real” cars of the Mercedes brand from 1901 struggled against the headwind in a jagged manner. For example, the Mercedes Simplex from 1902 had a frontal area of around 3 m², and its C_dvalue of 1.05 meant that the wind encountered almost ten times as much resistance as in a modern passenger car.

Shortly after the First World War, the experts began to deal with the aerodynamics of automobiles. Aircraft designer Eduard Rumpler (1872-1940) presented his teardrop car in 1921, which with its narrow body not only addressed the question of the frontal area (2.4 m²), but with its teardrop shape minimised the turbulence at the front and in the wake. The result looked unusual, but with a C_d value of 0.28 and an air resistance of 0.67 m², it set a clear signal.

Paul Jaray (1889-1974), the other “father of streamlining”, also came from the aviation industry. Also in 1921, he applied for a patent that still reads like instructions for building a modern car body: “The lower part of the body has the shape of a half-streamlined body and covers the chassis with the wheels, the engine compartment and the passenger compartment. The underside is flat and runs parallel to the floor surface.” For the first time, the wheels were no longer free, but were integrated into the body, and the fastback minimised turbulence at the rear. Because conventional drive technology fit under Jaray's body shape, some car manufacturers built vehicles according to his principle, including Mercedes-Benz: in 1935, a correspondingly shaped prototype was created.

The biggest disadvantage of Jaray's streamline was the long trailing rear - a “dead” space. The solution was found in the 1930s by Wunibald Kamm (1893-1966), the first professor of automotive engineering at the Technical University of Stuttgart and in 1930 founder of the private and non-profit Research Institute for Automotive Engineering and Vehicle Engines Stuttgart (FKFS). Kamm sharply cut off the streamlined rear and developed the prototype of an aerodynamically innovative passenger car with the K-Wagen from 1938 to 1941. The term “Kamm-back” for the sharp trailing edge is still a term today. The K3 car was based on a Mercedes‑Benz 170 V and, with a frontal area of 2.1 m², was characterised by a C_d value of 0.23, which was measured in the model wind tunnel at the time.

Increasing prosperity and falling gasoline prices in the 1950s pushed the effort to reduce driving resistance into the background. It was not until the second oil crisis in 1980 that attention was turned back to minimizing consumption and air resistance. The production cars from Mercedes‑Benz therefore repeatedly set standards in terms of aerodynamics: Examples of this are the S‑Class of the 126 series presented in 1979 with a C_d value of 0.36, the sedans of the E‑Class 124 series introduced in 1984 with C_d 0.29, or the S‑Class sedan (W 220) presented in 1998 with a C_d value of 0.27. With a C_d value of 0.22 and a frontal area of 2.19 m², the CLA (W 117) achieved the lowest air resistance of all production vehicles worldwide in 2013 (ditto the A‑Class sedan in 2018 and the S‑Class (223 series) in 2020). Most recently, the EQS reached for this title in 2021. With a C_d value from 0.20, the electric sedan is the most aerodynamic production car in the world.

Ahead of their time: record cars, streamlined cars, and concept vehicles

Aerodynamically-perfected racing and record cars also have a long tradition at Mercedes‑Benz. The Mercedes‑Benz W 25 record car of the 1936 season has a chassis with a full streamlined body for the first time. In the wind tunnel of the Friedrichshafen Zeppelin Works, the experts analyse and optimised the body in terms of flow technology. The result: a C_d value of 0.24, a speed world record, and three international class records. Rudolf Caracciola achieves a top speed of 372.1 km/h with the 419 kW (570 hp) record car.

The follow-up project, the Mercedes‑Benz W 125 record car, set the speed world record on public roads that is still valid today on January 28, 1938: Rudolf Caracciola reached a speed of 432.7 km/h. The record version of the Silver Arrow W 125 is perfectly prepared for its special purpose in the wind tunnel of the German Research Institute for Aviation in Berlin-Adlershof. The flat, fully clad body with a wedge-shaped rear reaches a sensational C_dvalue of 0.16. This also includes a radically reduced air intake at the front.

However, the aerodynamic findings are not only implemented for record-breaking journeys, but also on the road. The Mercedes‑Benz 540 K Streamliner built in 1938 crowns the development of aerodynamically optimised Mercedes‑Benz vehicles in the 1930s. With the flowing lines and low silhouette of its aluminium body, the minimised sources of interference on the surface, and the clad underbody, the Streamliner exemplifies the findings of research - it has a remarkably low drag coefficient of C_d 0.36.

The streamline of the Silver Arrows came back into the focus of the world public in 1954 with the completely newly developed W 196 R racing car. The aerodynamically optimised streamline version was built first for the 1954 season because the opening race in Reims/France allowed very high speeds. A second variant with free-standing wheels followed shortly thereafter. The racing comeback of Mercedes‑Benz ended spectacularly: Juan Manuel Fangio and Karl Kling achieved a double victory. With the improved version of the Streamliner, Fangio also won the 1955 Italian Grand Prix.

From 1969, Mercedes‑Benz built a series of experimental and record vehicles with the internal designation C 111. The C 111-III diesel record car from 1978 was consistently aerodynamically optimised. The vehicle is narrower than its predecessors, has more wheelbase, full fairing of the wheels, and a long trailing rear. In this way, the C_d value of the C 111 was reduced to 0.18. During record runs in Nardò, the Streamliner reached speeds of over 300 km/h. The nine world records of the C 111-III also include the one over 1,000 miles (1,609 km) with an average speed of 319 km/h.

Strictly speaking, the Concept IAA (2015) embodies two cars in one: a four-door coupé with a fascinating design on the one hand and an aerodynamics world record holder with a C_dvalue of 0.19 on the other. In addition, from 80 km/h, the study automatically switches from design mode to aerodynamics mode and changes its shape through numerous active aerodynamics measures: eight segments extend from the rear and lengthen it; extendable front flaps in the front bumper improve the flow around the bow and the front wheel arches; the active rims change their concavity; and the fin in the front bumper moves backwards, optimising the flow on the underbody.

With a C_d value of 0,17^[1] the VISION EQXX (2022) offers the wind even less air resistance than an American Football. The technology platform owes its outstanding C_d value to the streamlined basic shape, the innovative, aerodynamically neutral cooling plate in the underbody, and the elaborate integration of passive and active aero elements into the body.

As part of the CONCEPT AMG GT XX technology program, research was conducted into a fundamentally new technology: “Aerodynamics by wire”. For the first time, the research team was able to use an electric plasma actuator to create a targeted flow separation on a body curve at the rear. Normally, this requires a physical, geometric spoiler lip on the outside of the vehicle. This highly innovative solution reduces air resistance, improves aero performance, and enables completely new design freedom.

The First Ever Indianapolis 500 (1911) Film

The Azerbaijan Grand Prix Preview, 2025

The Azerbaijan Grand Prix is round 17 of F1 2025, and signals the start of eight flyaway races to close out the season.

Toto Talks Azerbaijan

With the 'European' part of the year now complete, we begin the final third of the season this weekend. It will be an intense run to the flag in Abu Dhabi, with three teams in the fight for second in the Constructors' Championship. We lost some ground to our competitors in Monza and know we need to perform better in the closing eight races than we did in Italy if we are to come out on top. 

The 'flyaway' races start with two street circuits. First up is Azerbaijan before we then head to Singapore in two weeks' time. The track in Baku is a challenging mix of high-speed straights, 90-degree corners and the tight, twisty castle section. It is a good test for both the car and the driver. The grid is tight and once again small margins will make a big difference; if we deliver in the way we know we can, then we can be hopeful of a strong weekend fighting near the front of the field.

Fact File: Azerbaijan Grand Prix

• The Baku City Circuit is the fourth longest on the F1 calendar this year – only Spa, Las Vegas and Jeddah are longer.
• A lap of the track sees drivers change gear 71 times, more than at any other circuit on the 2025 calendar.
• The Baku City Circuit also ranks highest in terms of braking energy. The layout is one of two tracks on the 2025 calendar has more braking zones of over 2G. Singapore is the other.
• The section from the exit at Turn 16 to the braking zone for Turn 1 is the longest full-throttle passage of the year. It is around 200 metres longer than the segment from Turns 1 to 5 at Spa-Francorchamps.
• The 2.2 km start/finish straight therefore contributes to a difficult restart for the leader, with a strong tow for the driver behind leaving them vulnerable into Turn 1.
• At just 89.5m, the run down from pole position to the first braking point is the shortest on the entire 2025 calendar.
• Baku has the second-highest number of turns on the F1 2025 calendar, with 20 – a figure it shares with COTA in Austin. Jeddah in Saudi Arabia has the most with 27.
• The name Baku derives from the shortened Persian name Bad-kuye, meaning "wind city", along with Bad-kube, which means "wind-hitting." Both terms refer to the famously consistently strong winds that blow through the city.
• Baku hosted an F1 Sprint weekend for the one and only time to date in 2023.
• In 2024, the event moved dates to September for the first time, having previously taken place in the first half of the season (April or May).
• F1 first visited Baku in 2016, when the race was known as the European Grand Prix. It has been known as the Azerbaijan Grand Prix every year since.
• The team has recorded three wins in Baku with three different drivers – Nico Rosberg (2016), Lewis Hamilton (2018), and Valtteri Bottas (2019).
• George has also triumphed in Baku, winning the F2 Sprint race in 2018.
• Baku is one four tracks where George has scored multiple podiums (2022 & 2024). The others are Montreal, Barcelona, and Budapest.
• Test and Reserve Driver Fred Vesti claimed his maiden F2 victory in Baku in the 2022 Sprint race.

Ohio 1930s in color, driving in downtowns and rural areas

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Great video -- takes you back in time. But you can get a feel for the food in Ohio today that is not much different than the film. Those 2 LANE ROADS, HOWEVER, COULD BE BLOODY

How to bleed a cooling system

• Why you need to do it:

  When you drain a cooling system or add a lot of new coolant, air can get trapped, causing air pockets in the radiator, hoses, and engine block. 
• How to do it:

  1. Start with the engine cold, cap off. 
  2. Turn the vehicle's heater: to full heat. 
  3. Start the engine: and allow it to warm up. 
  4. Gently rev the engine: to about 3,000 RPM. 
  5. Watch for air bubbles: to come out of the system. 
  6. Continue this process: until no more bubbles appear. 
  7. Add more coolant: to the reservoir as needed to maintain the level. 
  8. Once all air is out, turn off the engine, and install the radiator cap. 

Plans for Future Production at Mercedes-Benz

Mercedes-Benz Bremen plant gears up for the launch of the all-electric GLC, the first core model based on MB.EA. 
• With "Next Level Production", Mercedes-Benz sets the course for its upcoming model offensive: intelligent, flexible, efficient, digital, sustainable and resilient
• With the all-electric GLC and the future C-Class with EQ technology, Mercedes-Benz plants in Bremen and Kecskemét start global industrialization of new electric architecture MB.EA
• Investments of more than two billion euros in European plants in line with the Mercedes-Benz Business Plan
• Efficiency gains of ten percent seen in the next three years with automation and digitalization as key levers

Mercedes-Benz is ready for the largest product offensive in its history and plans more than 40 vehicles across its network on three continents over the next three years. With "Next Level Production", Mercedes-Benz will use digitalization and automation as key levers to make its global production network and the production of the new models more flexible, efficient, and sustainable.  

The product offensive will kick off at the Bremen and Kecskemét plants with the new GLC (provisional figures: energy consumption combined: 14.9-18.8 kWh/100 km | CO₂ emissions combined: 0 g/km | CO₂ class: A)[1] and the future C-Class with EQ technology. The production of the GLC, the first Core model based on the MB.EA architecture, is scheduled to start in the first quarter of 2026. The C-Class with EQ technology will start in the second quarter. The new electric GLC will be produced flexibly on one line with the Mercedes-Benz EQE and the GLC with combustion as well as hybrid drive. In line with the local-for-local strategy, production of the long-wheelbase versions for the Chinese market will start at the Beijing plant at a later date. 

Thanks to the use of digital twins to simulate new production steps, the extensive new construction and conversion measures in the assembly plants were implemented quickly and cost-efficiently without having to interrupt ongoing operation for longer periods. The use of new AI applications in the ecosystem MO360 enables the plants to further optimize vehicle production, while maintaining the production of vehicles with combustion, hybrid and electric drives on the same line.

"Next Level Production has significantly increased the flexibility, efficiency, and resilience of our global production network. With the extensive conversion of our vehicle plants, we have successfully set the course for the future production portfolio in the Core and Top-End segments. The Bremen and Kecskemét plants are leading the way. The fact that the Bremen plant is producing the all-electric GLC, the first Core model of the new architecture, is also a clear commitment to Germany as an industrial location." 
Joerg Burzer, Member of the Board of Management of Mercedes-Benz Group AG, responsible for Production, Quality and Supply Chain Management 

Product offensive begins at European plants

As part of the Mercedes-Benz Business Plan, the company invested more than two billion euros in its European assembly plants. With their manufacturing expertise and consistent digitalization, these locations make a key contribution towards the successful implementation of the global production strategy. Following the successful ramp-up of the electric CLA, the first model based on the Mercedes Modular Architecture (MMA), at the Rastatt plant, the company is now continuing its product launch campaign with models in the Core and Top-End segments. 

In parallel with the electric Mercedes-Benz GLC in Bremen and the electric C-Class in Kecskemét, the Sindelfingen plant is preparing for the production of the new electric Mercedes-AMG models, which are already in their testing phase. Bremen and Sindelfingen will continue to act as lead plants for the models in the Core and Top-End segments. With this, Mercedes-Benz reaffirms Germany's key role as an industrial location within the global production strategy. 

Production costs will decrease by ten percent between 2024 and 2027. This will be achieved through a number of measures, including greater efficiency in production and logistics thanks to digitalization, as well as the use of artificial intelligence and digital twins and the increased use of renewable energies. In addition, the low-cost country share will be increased from 15 to 30 percent by 2027.

Increased resilience in the value chain - flexibility and intelligence of production processes

The announced models in the Core and Top-End segments will be gradually industrialized in the global production network. This is made possible through the integration of the plants into the production ecosystem MO360 and via the MO360 Data Platform. In addition, they are consistently aligned with the cloud-based production technologies of MB.OS. The high degree of digitalization and the use of digital twins form the basis for standardized, scalable and, at the same time, flexible production processes throughout the network. 

Furthermore, Mercedes-Benz plans the extensive application of humanoid robots in production, specifically in the intralogistics areas, within the cooperation with Apptronik in the coming years. Both the MO360 applications and MB.OS are continuously improved with Artificial Intelligence. This innovative approach enables seamless integration of the new models into existing series production as well as ensuring a stable ramp-up. At the same time, the significant level of flexibility and adaptability make it possible to react quickly and effectively to new geopolitical challenges.

"With MMA, Mercedes-Benz has taken the first step into an era of software-defined vehicles. With MB.EA, an even more consistent implementation of intelligent modularization of technologies within the entire Mercedes-Benz portfolio follows. This also requires greater intelligence and flexibility in production." 
Joerg Burzer, Member of the Board of Management of Mercedes-Benz Group AG, responsible for Production, Quality and Supply Chain Management  

Sustainability in Next Level Production

Production plays an important role in Mercedes-Benz's sustainable corporate strategy. One focus is on the energy supply of the network: Since 2022, Mercedes-Benz's own vehicle production sites have been net carbon-neutral^[1], and by 2030, it is planned to cover more than 70 percent of the energy requirements in production with renewable energies. This will be achieved, among other things, through the expansion of solar and wind energy at our own locations and through the conclusion of corresponding power purchase agreements. The planned projects for an on-shore wind farm in Papenburg^[2], northern Germany, and an off-shore wind farm in the Baltic Sea^[3] are progressing well. The necessary official approvals have been granted and the construction of the wind turbines can now begin. The goal for all Mercedes-Benz production facilities worldwide is to operate with 100 percent renewable energies by 2039. 

Next Level Production signals: We are ready for the upcoming model offensive

The newly structured Core and Top-End segment forms the backbone of the most extensive product offensive in the automotive history of Mercedes-Benz. In the coming three years, more than 40 vehicles will be launched within the global production network. With Next Level Production, Mercedes-Benz signals that the course has been set for the product offensive: intelligent, flexible, efficient, digital, sustainable and resilient. The company has set up the production network to be flexible enabling the production of multiple powertrains on the same production line. The pace of the transformation is determined by market conditions and the wishes of Mercedes-Benz customers.

A Motor Trip to Florida - Outstanding 1931 Home Movie

Monza Italy Grand Prix Preview, 2025

We head to Monza aiming for a more consistent and straightforward weekend than at Zandvoort. At times, we looked to have decent pace that would enable us to fight for the podium. Despite starting P11, Kimi progressed through the field well and, were it not for the contact with Leclerc, would likely have been challenging those ahead in the closing stages. For George, his race was also compromised by an incident with the Ferrari. He did a good job to bring solid points home in P4 despite carrying significant floor damage.

The Italian Grand Prix is a special weekend with a great atmosphere. For Kimi it is a second home race of the season. Whilst that will be exciting for him, we know his focus will be 100 per cent on doing the job on track. The competitive order behind McLaren is close and we will have to be at our best if we are to continue closing the gap to second in the Constructors'.

Fact File: Italian Grand Prix

• Monza is nicknamed ‘Temple of Speed’ and for good reason. Recorded top speeds through the speed trap during the Grand Prix typically top 350 km/h.
• Due to the long straights and large portion of lap spent in eighth gear, Monza is one of the lowest tracks for gear changes per lap, with only 29.
• No circuit on the 2025 calendar sees the driver spend a higher percentage of the lap at full throttle than Monza. This equates to 76% of lap time, and 82% of lap distance.
• The run to the first corner from pole is one of the longest on the calendar at 476m. Only Spain, Silverstone, and Mexico are longer.
• The high-speed nature means the Italian Grand Prix is often one of the shortest races of the year. If run uninterrupted, it usually takes around one hour and 15 minutes from lights out to the chequered flag.
• Monza can also prove to be one of the hottest races of the season for air temperature, with averages highs of 28.2C, and 31.3C max.
• The circuit contains just 11 corners, four to the left and seven to the right. That is the second fewest of the year, behind only Austria which has 10.
• The Italian Grand Prix is the only Grand Prix to have appeared on every single F1 calendar since 1950.
• No circuit in F1 history has held more Grands Prix than Monza, which will host its 75thrace in 2025.
• Mercedes has recorded seven wins at the Italian Grand Prix. Two with Juan Manuel Fangio in 1954 and 1955, four with Lewis Hamilton and one with Nico Rosberg.
• In 2021, Monza hosted the F1 Sprint format, which was won by Valtteri.
• George won races at Monza at both GP3 (2017) and Formula 2 (2018) levels.
• 2025 will be Kimi Antonelli’s first-ever Italian Grand Prix in F1. It comes at the circuit where he made his first FP1 rookie debut in 2024.
• Kimi won races at Monza in Italian F4 in 2022 and FRECA in 2023.