Mercedes W 108 Development Film: Rare and from the1960s -- English subtitles

 

The Current Energy Crisis is Taking the U.S. to a Cusp of Profound Change -- 2026

 I lived through the Oil Shocks of 1973 and 1979, have taught about them in university classes for many years, but only now am beginning to understand just how important they were in American History. You can read about them and their impact on the automobile in my 2nd edition of my Automobile American Life, I don't want to recount those events here but rather brainstorm (as my granddaughter likes to say) about what might happen in the near future, assuming that this present gas price spike and availability will end within the next six months.  
What might this period of enormous instability lead to?

1. Price for gasoline may drop some, but they will never return to the levels 0f 2024-6. In 1974, the price of gas did not return to 30 cents per gallon, er even close to it. In 1981, the price of gas did not return to the cost of gas in the summer of 1979. Gasoline will be more costly, more people will buy electric cars, but overall it will cost more to live, and income inequality will only increase. Couple that with AI adoption and efficiencies and uncertainty over the future of work can only be exacerbated.

2. American global power can only decline further.  In the early 1980s, Historian Louis Galambos authored the book America at Middle Age. Post-2026 one can readily write a book on America "in retirement" from its role as a Global leader. Just flip historian Stephen Ambrose's seminal work on post-1945 and the rise of American global leadership on its head.

3. Regional transitions in America will be as pronounced as the "southernization" of America in the 1970s and 80s. Where migration will go chasing after opportunity is only to be guessed now.

4. "Small is Beautiful" will be followed far more than what happened after the publication of a book by that title in the 1970s. Life will also revert to analog in revulsion of AI and the false promises of the digital.

5. The outrageous wealth of the present will no longer be a characteristic of the American scene. The fetish of a constant and never-ending economic growth will end. 

In sum, the next few years will be a wild ride.

The Automobile, the Pickup Truck, and American Life 1970 - 1990.

 

1970 Ford F 100

Between 1970 and 1990, the American automotive industry both responded to and reflected social changes transforming the United States. In 1970, the industry still was shaped by the assumptions of postwar America: cheap fuel, large families, suburban growth, strong domestic manufacturing, and confidence in mass consumption. When we think of the cars of that time, a bloated Mustang or GTO, or Oldsmobile Vista Cruiser come to mind. The VW Beetle certainly was on the roads, but the Hondas and Toyotas were unusual toy-like vehicles.

And the topic of quality moved to front and center. Detroit hubris -- on the part of both management and labor -- resulted in the production of a vast number of so-called "crap" cars: Pinto, Vega, Duster, Westmorland, PA made - VW, and others -- soured Americans of domestic brands. The American car remained fixed on the use of the carburetor in its fuel systems, but with EGR and Decel equipment, drivability and reliability became an issue. In the past, "American Made" was something to be proud of, but no more.

By 1990, that environment surrounding the car had weakened significantly. and automobiles had become smaller on average, more fuel efficient, more technologically complex, more globally influenced, and more segmented by lifestyle and status. Japanese Nissans, Hondas, Toyotas and Mazdas were seen in every community, even the Detroit suburbs. And pickup trucks were more ubiquitous in suburban driveway, as well as Lowe's and Home Depot's parking lots. 

In that sense, the auto industry became a mirror of a society that was more anxious about energy, more diverse in taste, more unequal economically, and less dominated by a single national industrial model. Government, not industry, became the nation's largest employer.

 One of the clearest connections was energy. The oil shocks of 1973 and 1979 changed how Americans thought about size, efficiency, and dependence on foreign oil. The big V8 cars that had symbolized abundance in the 1950s and 1960s suddenly looked to many as wasteful and vulnerable. Consumers began turning toward smaller, more efficient vehicles, especially imports from Japan. This reflected a broader change in American society: the end of unquestioned postwar abundance and the rise of a more constrained, uncertain economic culture shaped by inflation, scarcity, and global competition. 

The industry also reflected major changes in class and work. In 1970, Detroit still stood for unionized industrial power and broad middle-class prosperity. By 1990, the weakening of manufacturing, plant closures, foreign competition, and automation had all reduced that sense of security. The struggles of Chrysler, the downsizing of GM and Ford, and the rise of transplant factories in the South all mirrored the larger decline of the old industrial order. The auto industry showed, in visible form, the shift from a manufacturing-centered America to a more globalized and unequal economy. 

Cars also tracked social fragmentation and the rise of consumer identity. In earlier decades, the auto market had been more unified around a few dominant domestic brands and body styles. By the 1980s, the market was far more segmented: economy cars, luxury sedans, sporty coupes, minivans, pickup trucks, and imported status cars all served different social identities. This reflected a society becoming more individualistic and lifestyle-driven. Cars were no longer just transportation; they increasingly signaled personal values, class position, age, and taste. The success of brands like BMW, Mercedes-Benz, Honda, and Toyota in the U.S. also showed that American consumers were more open to global products and more skeptical of automatic loyalty to domestic firms.

 The changing role of women and families also appeared in the industry. As more women entered the workforce and dual-income households became more common, practical concerns such as reliability, fuel economy, safety, and convenience grew in importance. The success of front-wheel-drive sedans, hatchbacks, wagons, and eventually minivans reflected changing household patterns. The minivan in particular became a symbol of the 1980s suburban family, just as the large station wagon had been earlier. The design and marketing of cars increasingly addressed working parents, commuter households, and family flexibility rather than older male-centered performance ideals alone. 

Government regulation was another major link between social change and the industry. Rising concern about pollution, safety, and fuel use led to emissions controls, catalytic converters, fuel economy standards, airbags, and other changes. These reflected a broader transformation in American society. One can argue that rising concern over pollution, safety and fuel use was a ruse, representing a decided  minority  of citizens who increasingly expected technology and regulation to address collective risks, Note how Americans in large numbers ignored seat belts until the heavy hand of the federal government was raised high. Political rhetoric often attacked government intervention, government wielded power as never before of citizens who drove cars.  The car became one of the most visible sites where environmentalism, consumer protection, and public policy reshaped daily life. After Vietnam and Watergate, distrust of government became commonplace.

One way to get around government regulations was to own a pickup truck. Pickups initially did not follow emissions and fuel consumption standards. This helped to continue the use of  larger engines and more traditional designs in trucks even as cars downsized. As a result, pickups became a refuge for buyers who wanted size, power, and simplicity. Their growing popularity showed how regulation could unintentionally redirect consumer demand rather than eliminate it. 

Between 1970 and 1990, the pickup truck changed from a mainly utilitarian vehicle into one of the clearest symbols of modern American life. In 1970, pickups were still associated mostly with farmers, tradesmen, small business owners, and rural drivers. They were work tools: simple, rugged, cheap, and secondary to passenger cars in status and comfort. By 1990, however, the pickup had become much more than a work vehicle. It was increasingly comfortable, better equipped, more powerful, and more attractive to suburban and lifestyle buyers. This transformation reflected larger changes in American society, including the decline of the old industrial order, the growth of the Sun Belt, changing ideas of masculinity and class, and the rise of consumer culture.

In the early 1970s, pickups still occupied a modest place in the American market. The Big Three—Ford, Chevrolet, and Dodge—built trucks mainly for hauling and labor. Interiors were basic, ride quality was rough, and advertising emphasized durability and utility. But the decade also brought forces that began to reshape the truck’s role. The oil shocks of 1973 and 1979 made Americans more aware of fuel costs and economic vulnerability, while inflation and recession changed buying habits. At the same time, many Americans were moving away from old industrial cities toward suburbs, exurbs, and the South and West. In these newer landscapes, pickups fit well: they were useful for home improvement, small-scale contracting, towing, recreation, and rural-suburban living. The pickup increasingly matched a country that was spreading outward geographically and becoming less centered on dense urban manufacturing regions.

The 1970s also marked the beginning of the pickup’s cultural expansion. As passenger cars became smaller, more regulated, and in some cases less powerful because of emissions and fuel economy pressures, pickups retained an image of toughness and freedom. They were less tied to the anxieties surrounding downsized sedans and more connected to older ideals of strength, independence, and practicality. This mattered in a period when many Americans felt the postwar promise of secure industrial prosperity was weakening. The pickup appealed not only as a tool, but as a statement about self-reliance in an era of uncertainty.

By the 1980s, the pickup’s importance grew substantially. Manufacturers improved cabs, styling, suspensions, trim levels, and options. Trucks became easier to live with daily. Features once associated with cars—air conditioning, nicer upholstery, better sound systems, automatic transmissions, and more polished dashboards—became more common. Buyers no longer had to choose between utility and comfort. This reflected a broader shift in American consumer culture: products increasingly had to serve both practical and lifestyle purposes. The pickup became a dual-identity vehicle, suited to work during the week and personal use on weekends.

The 1980s also brought major changes in class and labor that made the pickup more socially meaningful. As manufacturing jobs declined and the unionized industrial economy weakened, many Americans moved into smaller businesses, service work, contracting, construction, and decentralized forms of labor. The pickup fit this more flexible economy. It served electricians, landscapers, carpenters, repairmen, and self-employed workers whose livelihoods did not depend on the old factory system. In that sense, the pickup reflected the shift from the mass industrial workplace to a more fragmented, entrepreneurial, and insecure economy.

At the same time, the pickup became a cultural symbol of masculinity and regional identity. In the South, West, and rural Midwest, it increasingly stood for independence, toughness, and anti-elitism. As politics moved rightward in the Reagan era, the pickup also fit the imagery of traditional values, manual work, and skepticism toward urban liberal culture. Yet this symbolism extended beyond actual labor. Many owners were not farmers or tradesmen at all. They were suburban consumers buying into the image of capability and ruggedness. This reflected a broader pattern in 1980s America, where identity and lifestyle were often expressed through consumer goods.

By 1990, the pickup had become much more than a tool of labor. It was part work vehicle, part family vehicle, part class marker, and part cultural statement. Its rise showed how American society had changed since 1970: the country was more suburban and Sun Belt-oriented, more fragmented economically, more consumer-driven, and more invested in identity through vehicles and lifestyle. The pickup truck’s transformation from basic hauler to mainstream symbol reflected the larger transformation of America itself.

 Finally, the decade also celebrated luxury, image, and success. That is why the same era could produce both the popularity of compact imports and the prestige of high-end European sedans and loaded personal luxury cars. The auto market showed a society divided between thrift and display, economic insecurity and status consumption. 

In sum, the American automotive industry between 1970 and 1990 reflected the nation’s larger transformation from a confident, mass-industrial society into a more globalized, energy-conscious, consumer-segmented, and economically unequal one. The changes in what Americans built, bought, and valued in cars were not separate from social history; they were one of its clearest expressions.

1990 Ford F 150 Lariat

1989 Mercedes 560 SL

The New Mercedes-Benz GLA: A “Digital First” in manufacturing: Artificial Intelligence (AI), digital twins and MB.OS are integral parts of the MO360 production ecosystem

 

• Start of series production in Rastatt: the new GLA rolls off the production line with flexible powertrain options – fully electric or as a (48V) high-tech hybrid
• “Digital First” in manufacturing: Artificial Intelligence (AI), digital twins and MB.OS are integral parts of the MO360 production ecosystem
• Investments in the low-three-figure-million range secure the plant’s future viability

Mercedes-Benz has commenced series production of the new GLA at its Rastatt plant, as production of its all-electric version is already in full swing. The high-tech hybrid models, featuring 48-volt technology and a state-of-the-art internal combustion engine, will follow later this year. The GLA now joins other models from the new generation of vehicles being produced in Rastatt. The plant is further strengthening its role as a center of excellence for the production of compact vehicles. 

“With the start of production of the new GLA and the investments in Rastatt, we’re strengthening the site’s role within the Mercedes-Benz global production network. The production process demonstrates how we are consistently utilizing digital technologies: MB.OS, artificial intelligence and our MO360 production ecosystem are closely integrated and enable even more flexible and efficient production. I’d like to thank all my colleagues in Rastatt who, with their passion and innovative spirit, have made this successful launch possible.”
Michael Schiebe, Member of the Board of Management of Mercedes‑Benz Group AG, 
responsible for Production, Quality and Supply Chain Management 

“With the GLA, another model from a completely new generation of vehicles is already rolling off the production line in Rastatt. The fact that the transformation of our plant and the start of production are going so smoothly is down to our team. They’re tackling challenging tasks with a high level of expertise, flexibility and passion. I am very proud of the Rastatt team and want to express my sincere thanks to all colleagues involved!”
Marco Zwick, Site Manager and Head of Production at the Mercedes-Benz Rastatt plant 

Rastatt: a pioneer in flexible and digital production

The Mercedes-Benz Rastatt plant has been in operation since 1992 and, with around 7,000 employees, is the region’s largest employer. Production is drive-system-flexible: hybrid and fully electric vehicles are manufactured on the same production line as vehicles with conventional drive systems. This enables the plant to respond quickly to demand in global markets.  

The new GLA is currently being built in Assembly Hall 4.0. Mercedes-Benz is now investing a low-three-digit-million sum in the conversion of the neighboring Assembly Hall 4.1, where production of the model will take place starting in 2027. Mercedes-Benz is using digital twins for this conversion: with the aid of high-precision digital simulation techniques, the new production line can be configured and optimized, realizing significant potential savings in construction time and costs. The use of digital twins has already led to a record-breaking completion time during the successful conversion of Hall 4.0 in 2023. 

Mercedes-Benz Operating System (MB.OS) in production

The Mercedes-Benz Operating System (MB.OS) also plays a central role in the production of the new GLA: the chip-to-cloud architecture transmits the vehicle software via a central server in the Mercedes-Benz Intelligent Cloud rather than via various hardware modules, ensuring that vehicles always roll off the production line with the latest software. 

A strong network: components from Untertürkheim, Kamenz and Kuppenheim

Rastatt forms part of a flexible global production network. The electric drive units and axles for the new GLA come from Untertürkheim, including its plant sites in Mettingen and Hedelfingen. A drive unit essentially consists of three subsystems: an electric motor, power electronics and the transmission component for power transfer. The power-transmitting wheel set and other components, such as the control unit, are also manufactured there. The assembly of these components into a complete system takes place at the Untertürkheim plant. Mettingen is also responsible for assembling the electric axles for the GLA, which are delivered to Rastatt as complete systems.  

The high-voltage batteries for the new GLA are supplied by the Mercedes-Benz subsidiary Accumotive in Kamenz, Saxony. In-house battery production is a key success factor for Mercedes-Benz’s strategy. Accumotive has 13 years’ experience in the efficient production of highly complex battery systems and acts as a center of excellence within the global battery production network, which comprises sites on three continents. 

The Kuppenheim plant site, situated some 10 kilometers away, has been supplying body-in-white components as well as structural and body parts to Rastatt since 2009 – and now also for the new GLA. Since early 2026, the Mercedes-Benz sites in Rastatt and Kuppenheim have also been more closely linked organizationally. The Kuppenheim plant site has been part of the Mercedes-Benz Rastatt plant ever since. 

“The start of production of the new GLA marks the beginning of another important chapter for the Mercedes-Benz Rastatt plant. This vehicle embodies modern mobility and the successful transformation of our production. The decision to manufacture the GLA in Rastatt strengthens our competitiveness and secures future prospects for our colleagues. Especially during the year of Mercedes-Benz’s 140^th anniversary, it’s clear just how important innovation, expertise and team spirit are for the long-term success of our company.”
Torsten Höink, Chair of the Works Council at the Mercedes-Benz plant in Rastatt 

The new Mercedes-Benz GLA: designed to inspire every day

The new GLA combines striking design, advanced technology and excellent everyday practicality, making urban mobility more confident, intuitive and emotive. Its lower silhouette, longer wheelbase and illuminated iconic grille give it a distinctly sportier and more self-assured appearance. Its completely redesigned interior, featuring a panoramic roof, large MBUX Superscreen and high-quality materials, offers noticeable improvements in comfort, spaciousness and versatility. Intelligent technologies – including the MBUX Virtual Assistant with generative AI – enable natural interaction and personalized support.

"I am Mercedes" -- a fragrance, the automobile, a lifestyle, the psychological, and the Spiritual

 

Below is the latest news release from Mercedes-Benz. The fragrance is a perfect example of how advertising and product aim at the spiritual of buyers. A lifestyle that is calling, not simply a motor vehicle. The complex union of the cultural with the economic and psychological reflects a segment of society who aspire or who are at the top of the social pyramid. On one hand it is a great product, artisanal crafted, and as beautiful as the Mercedes vehicles. On the other hand it takes its owner and user to think they are far better than they really are. 

• "I am Mercedes" embodies the spirit of self-assured, strong women who boldly forge their own path 
• The fragrance is multi-faceted – with notes of orange blossom, bergamot and jasmine, as well as woody and musky notes
• Crafted like a diamond, the flacon reinterprets the Mercedes-Benz star in a subtle new way. The neck of the flacon is adorned with the handwritten inscription "I am Mercedes"

The history of mobility is also the story of remarkable women whose courage and determination have had a lasting impact on the legacy of the Mercedes-Benz brand. Mercedes Jellinek gave the brand its name. Bertha Benz undertook the first successful long-distance journey by motor car in August 1888, travelling from Mannheim to Pforzheim. The new fragrance, "I am Mercedes", celebrates these bold, strong female pioneers who confidently and courageously forge their own path. 

A fragrance for radiant femininity

The "I am Mercedes" perfume, a multi-faceted fragrance with notes of orange blossom, was created by master perfumer Sophie Labbé. The fragrance opens with fresh notes of neroli, enhanced by a hint of bergamot and pink pepper. The floral heart of the fragrance is centred around radiant white flowers: sun-kissed orange blossom is beautifully blended with jasmine and ylang-ylang to create a contemporary floral bouquet that embodies luminous femininity. The base unfolds with rich vanilla, enveloped in warm woody notes and soft musk, revealing its luxurious amber facets.  

A gem with many facets

With its elegantly designed centrepiece, the diamond-cut glass flacon presents a subtle reinterpretation of the three-pointed Mercedes star. The salmon-pink hue of the juice lends the flacon a sense of sensuality and delicacy. The metallic pink cap, adorned with the iconic star, features the handwritten lettering "I am Mercedes" on the neck of the flacon. 

The campaign: The fragrance as a co-pilot

The market launch will be accompanied by a campaign that highlights the various facets of "I am Mercedes". With self-assurance, the protagonist forges her own path at the wheel of a 1968 Mercedes-Benz 280 SL Pagoda Cabriolet – the very epitome of freedom, style and elegance. Her fragrance becomes her co-pilot. The campaign presents the flacon as a deliberately chosen companion and an expression of personal style. 

The new fragrance is available in three Eau de Parfum sizes:

I AM MERCEDES Eau de Parfum 100 ml 
I AM MERCEDES Eau de Parfum 50 ml
I AM MERCEDES Eau de Parfum 30 ml  

About Give Back Beauty (GBB)

With the new fragrance "I am Mercedes", Mercedes-Benz and GBB are continuing their successful licensing partnership. Since its launch in 2011, numerous Mercedes-Benz fragrance ranges have been released, including a Mercedes-AMG fragrance trilogy in 2023 and the Maybach collection featuring six fragrances in 2024. The fragrances are created by master perfumers, taking into account the values and DNA of each brand. To create something extraordinary, the ingredients are selected with the utmost care. Furthermore, great importance is attached to ethical and environmental responsibility.

Mercedes-Benz anniversary year “140 Years of Innovation”

Since Carl Benz filed the patent for the first automobile 140 years ago and Gottlieb Daimler built his motorised carriage shortly afterwards, Mercedes‑Benz has dedicated itself to constant innovation and to creating the world’s most desirable cars for customers. This ambition has driven every innovation – from the world’s first automobile in 1886 to the biggest product launch programme in the company’s history that is currently underway. With its passion for performance and pioneering power, excellence and an unwavering commitment to customer service, the brand has consistently shaped the future of mobility. The result goes well beyond engineering achievement – it creates the unmistakable feeling that runs through everything Mercedes‑Benz does: Welcome home. 

An interesting Promotional Video of the Mercedes R 107

 Nothing new, but the graphics of some of the safety features are excellent. 

Now if I could just get my fuel system right!

Frantic Qualifying in Madrid: F1 Mercedes-Benz Saturday Spanish GP Update

• Kimi Antonelli qualified second with team-mate George Russell sixth for Sunday’s Spanish Grand Prix. 
• With overtaking predicted to be tough on Sunday, the team’s focus for Saturday was all about extracting the maximum from the W17 on the single lap.
• An interrupted FP3, with the session delayed due to barrier repairs, ended with promise as Kimi topped the times with George showing strong pace, albeit finishing P6 having not been able to complete his ultimate best lap.
• The story of qualifying was dictated firstly by being able to get the tires working on the out lap and then by being able to hold on to them as they threatened to overheat at the end of the push lap.
• Several challengers for pole emerged throughout and in the final moments of Q3, it was Lando Norris who claimed P1 by just 0.011s from Kimi. 
• George was improving on his final lap but suffered from overheating on the tires from turn 11 onwards and ultimately finished the session P6.
• Tomorrow’s 57-lap race will see the team’s tackle a Grand Prix around the fearsome Madring for the very first time with plenty of unknowns around performance, tire degradation, and strategy.

• Kimi Antonelli

  I put together a strong lap on my final effort, and I thought it might have been good enough for pole position. Credit to Lando (Norris) though. He and McLaren did a great job and managed to snatch it away right at the last.

  It was a very intense qualifying session where it was difficult to get the balance right with the tyres with the track being so hot. It was difficult to get the out-lap preparation right but then to also make sure you had it in the right window for all of your push lap. Overall, I think we did a good job and can be pleased with our efforts. 

  Tomorrow will be a big challenge for everyone with lots of unknowns. Whilst overtaking will be tough, I hope we can put Lando under pressure and see what we can do to fight for victory. Managing the tires will be key so let’s see what we can do.

  George Russell

  It was a tough qualifying session for me today. The main factor we were managing throughout all the sessions was ensuring we had the tires in the right window. I had a really good lap in Q1 and hoped that I had the same potential in my last lap of Q3. Unfortunately, it was a bit of a scrappy lap; I had a lot of understeer from turn 11 onwards and lost a couple of tenths from there. The tyres really struggle here with the heat and the long corners, so you can find yourself sliding around, losing more time, and being pushed further down the order. 

  Understanding the tyres more ahead of tomorrow will be crucial as while it didn’t all come together for me today, I hope tomorrow I’ll be able to make my way through the pack. We saw high tire degradation on Friday and if that repeats itself tomorrow, then there will definitely be opportunities for us to make good progress.

  Toto Wolff, CEO & Team Principal

  Coming into the weekend, we didn’t expect to be in the fight for pole. As we moved towards qualifying though we had shown good pace and thought that we may have an opportunity to get P1. We came close but in the final moments, Lando (Norris) pulled out the lap of the weekend so far. Credit to him and McLaren for that; we are still relatively satisfied with our performance though as it gives us a chance to battle at the front tomorrow.

  On George’s side, he never felt completely comfortable with the car. We were trying to add more front-wing as qualifying progressed to give him more confidence but that is not the best position to be in as a driver, particularly on a circuit where you want to be hammering in the laps and getting used to the car. That said, it was very close out there and the margins at the front were very small. 

  Overtaking will be tough tomorrow. It has not looked easy in any of the junior formula races but hopefully we get some good action tomorrow. There are several unknowns that could make for an interesting race too. 

  Andrew Shovlin, Trackside Engineering Director

  We expected this weekend to be more challenging than Monza, not because the car doesn't suit the circuit necessarily, but because this is a track that rewards downforce and we've gone nearly four months without introducing a major update. Even so, our pace through practice was encouraging and, heading into qualifying, we felt we were firmly in the fight for pole position.

  Traffic management was particularly difficult in the early stages because a competitive lap here relies on having a clean out lap. Once we came through Q1, though, we were able to build some rhythm and both drivers continued to find time as track grip improved.

  Kimi put together a strong final lap but ultimately fell just short of matching Lando (Norris). George also improved on his last run but suffered front washout in Turn 11 and then experienced higher tire temperatures through the remainder of the lap, which cost him grip and lap time.

  Making progress tomorrow will not be straightforward as overtaking looks very difficult. However, if the tyre degradation we saw earlier in the weekend remains a factor, it could create opportunities for us to be creative with strategy and put ourselves in the fight.

Mercedes-Benz F1 Spanish Grand Prix in Madrid update Friday

 KIm Antonelli

• George Russell and Kimi Antonelli topped the times in FP1 and FP2 respectively as F1 made its debut at the 5.414km, 22-turn Madring in Spain.

• This weekend marks the sport’s first race in the Spanish capital since 1981 and the new circuit poses a fierce track for both car and driver.

• The first hour of running was all about building understanding and confidence; after initial sighter laps, both George and Kimi put in strong lap times to lead the way as most of the field focused on single lap work.

• With high tire degradation, the vast majority of the field opted for a second Medium tire in FP2, thus saving both sets of the Hard compound for Sunday’s race.

• Despite a red flag interrupting the second hour of running, both Kimi and George completed a decent program across both low and high fuel work.

• Kimi topped the times by virtue of his second effort on the Soft tire; George was P5 but only got one proper push lap in with his tires not fully ready at the start of the lap.

• Both drivers completed a mini long-run on the Medium compound to end the day and provide useful data and learning ahead of Sunday’s 57-lap Grand Prix.

Mecedes R 107 Base Price Annually Between 1972 to 1989

 

1972    350 SL 4.5    $10,540

1973    450 SL    $12,775

1974    450 SL    $15,540

1975    450 SL    $17,655

1976    450 SL    $18,000

1977    450 SL    $21,940

1978    450 SL    $21,945

1979    450 SL    $30,730

1980    450 SL    $30,730

1981    380 SL    $38,993

1982    380 SL    $38,990

1983    380 SL    $43,025

1984    380 SL    $45,820

1985    380 SL    $43,820

1986    560 SL    $48,200

1987    560 SL    $55,300

1988    560 SL    $61,130

1989    560 SL    $64,230

Spanish F1 Grand Prix Preview

 

Toto Talks Spain

Monza was one of our strongest weekends of the season and a significant result for everyone at Brixworth and Brackley. The team executed very well, the drivers delivered, and we extracted the maximum from our package. We can be pleased with that but it is already behind us. Our focus switched to Madrid as soon as we left Italy.

This weekend presents a completely different challenge. The circuit characteristics are much closer to somewhere like Budapest or Zandvoort. We are therefore expecting a very close-fought weekend. Our task is to understand the demands of the track in Madrid as quickly as possible and maximise our performance from the first session onwards. New circuits create opportunities and unknowns in equal measure.

Madrid is a global destination city and racing there is another significant step forward for our sport. The fact that an iconic capital like Madrid wants to join the calendar shows the strength of our sport and the momentum we continue to build around the world.

Third Driver Insight

Madrid presents a completely different challenge compared to anything we've faced so far this season. As a brand-new circuit for F1, everyone starts from the same baseline, which always makes for an exciting weekend. It's a track that will take some getting used to, with a mix of more conventional corners alongside unique features such as La Monumental, a long, heavily banked corner that will be fascinating from both a driving and engineering perspective. Finding the right balance between performance, stability and tyre management through that section will be a key challenge.

Drivers always enjoy the opportunity to tackle a new circuit because it's a chance to make a real difference and gain an advantage before experience levels begin to converge. We've spent a lot of time preparing in the simulator and analysing the demands of the track, so we'll arrive ready for the challenge. 

Racing in the heart of Spain's capital will also be a fantastic experience for the sport, and I'm sure Madrid will put on an incredible show for the fans.

Did you know?

• F1 returns to Madrid for the first time in 45 years with the Spanish capital hosting its first Grand Prix since Jarama hosted the 1981 Spanish Grand Prix. 

• The new Madring circuit is making its F1 debut in 2026, becoming the first new venue to join the calendar since Las Vegas in 2023. 
• At 5.416 km and 22 corners, Madring combines public roads with purpose-built sections, creating a unique street circuit.
• One of the track's most distinctive features is "La Monumental", a banked corner with a 24% incline inspired by Madrid's historic bullrings and designed to become the circuit's signature image. 
• The 2026 event marks the start of a 10-year agreement between F1 and Madrid, securing the race's place on the calendar through at least 2035. 

Mercedes 380 SL Vacuum Leak Solved

 

The offending rubber connector to the WUR

OK, after months of high idle, rough idle, strange behavior, the issue is solved. It happened over Labor Day, while staying in Oberlin and without my supply of parts and many of my tools. I had driven the car up to Oberlin from Centerville the prior Saturday, 220 miles. It was a bit nerve wracking, as my idle problems were on my mind, there were times of low power on acceleration, and a strange loss of power and rear noise when I got close to home,

I purchased some carb cleaner at Walmart at the beginning of the long weekend, sprayed it around the vacuum fittings and then focused around the WUR.  I posted above photo on Facebook, and got useful feedback, including reversing the check valve, and taking off the stay-ties, I carefully inspected the U-shaped hard rubber connector at the base of the WUR and discovered severer deterioration and a definite crack and split,

Next was cobbling together rubber and plastic connector bits from Advance Auto Parts. Once together,  I started the car and drove it.  No high idle, no inconsistent idle. Warm Up Regulator appeared to work OK. Still need to set duty cycle soon.

Fierce Battle for Pole in Monza, Saturday, September 5

Formula One - Mercedes-AMG PETRONAS F1 Team, 2026 Italian GP. Kimi Antonelli

• George Russell missed out on pole position for Sunday’s Italian Grand Prix by just 0.060s as the Alpine of Pierre Gasly surprised the field to take P1. 
• The team had continued its solid Friday form into FP3 with George topping the times on the Soft tyre.
• Qualifying later in the afternoon proved more challenging though with several contenders for pole including the Ferraris, the McLarens, the Red Bulls, and the Alpines.
• Both cars progressed to Q3 where Kimi set a solitary effort as he focused on helping provide a tow to his teammate. 
• Kimi’s best lap put him P7, but he will start from the rear of the field as he serves a power unit penalty.
• George meanwhile sat on provisional pole after his first run but was unable to get clear track on his second effort, sitting within just a couple of seconds of the Red Bull of Max Verstappen throughout the lap.
• Nevertheless, he still put together a strong effort to set a 1:21.846, a time only bettered by the Alpine of Gasly.George Russell

  Pole position was within reach today. The final run was a bit messy on our side, and we perhaps didn't make life as straightforward for ourselves as we could have. Kimi did a great job helping me throughout and gave me a useful slipstream when I needed it but on the final push lap, Max (Verstappen) complicated things slightly for us through Parabolica; that's all part of racing though.

  That said, huge congratulations to Pierre (Gasly). We didn't expect that level of pace from him today, so it was a surprise, but he did an outstanding job. He's a great person, a great driver, and fully deserves that result.

  Starting P2 still puts us in a strong position for tomorrow. I've been right at the front in every session this weekend, so I'm feeling good about both myself and the car. Around a circuit like Monza, starting position isn't everything because there are genuine overtaking opportunities. The key will be getting a clean start and staying out of trouble on the first lap. From there we'll focus on our own race and hopefully give ourselves a good shot at victory.

  Kimi Antonelli

  It was a very strange feeling coming into qualifying knowing I would serve a penalty for the race. Naturally, I wish I was fighting for pole position and starting at the front this weekend, but that's not the situation we're in. I still had a job to do for the team and to help George though, so I tried my best and I'm glad I could do that today.

  Tomorrow is all about enjoying the race and making the most of every opportunity. It's a track where you can have a lot of fun; there should be plenty of chances to gain positions, so hopefully we can make good progress. The key will be getting a clean start, staying out of trouble, clearing the traffic and then chasing down the cars ahead. 

  Toto Wolff, CEO & Team Principal

  Whoever ends up on pole position deserves to be there because they have clearly delivered when it mattered most. Congratulations to Pierre (Gasly) and Alpine; they have taken a lot of strides forward as a team recently and did a brilliant job today.

  Our qualifying wasn’t the most straightforward. We were trying to maximise the tow Kimi could give George, but we were tripped up by cars ahead. We could have maybe done something different, but this is all part of the games that are played at tracks like Monza.

  The most important takeaway for us is that we have a genuinely quick car. The pace has been there throughout the weekend and that is encouraging. At the same time, the Ferraris are extremely close and have looked competitive all weekend in front of their home crowd. McLaren and Red Bull have also been fast, plus we have Gasly starting ahead of us, so we know we need to get every detail right if we are to come away from tomorrow with another good result.

  Andrew Shovlin, Trackside Engineering Director

  Today’s qualifying was not our cleanest session. From yesterday's running we expected it to be tight, but there proved to be even more contenders than we thought for pole. It was of course a bit of a surprise to be out qualified by Pierre Gasly in the Alpine, but they did a great job and deserve to be starting P1.

  Given Kimi carries a power unit penalty into tomorrow’s race, we decided that it was the best decision to use him to give George a tow. That proved useful for George’s laps but did make Kimi's life a harder as all his new tyre runs were in clear air. Even so, his pace was strong given the tow provided a good few tenths benefit. 

  George had a tricky session with persistent brake locking that hadn't been a problem in FP3 but did seem to be causing him few issues from the start of qualifying. We did what we could to manage that with settings but even so, it made it difficult on the big stops in the chicanes. We were very much in fight for pole until the final run, but we got bunched up opening the lap and that meant George started too close to Verstappen. Even with that, he did a great job to improve his time, but it wasn’t quite enough to take P1.

  We're still in a strong position for the race tomorrow and it will be interesting from a strategy point of view with George at the front and Kimi fighting from the back. George is in a great position to fight for the win and if Kimi's pace is as strong as it looked on Friday, we'd hope that getting him into the higher points-scoring positions isn’t out of the question.
   

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Mercedes- Benz Changing Global Strategies Beginning in the 1960s and the Coming of the R 107 SL Roadster in 1971

Of course in 1971 M-B assembly facilities in Bremen did not exist. And neither are any of the many other current facilities across the globe on a map of the firm's activities in 1971.  That all happened after the 350, 450, 380 and 560 SLs were on the street.

What I am trying to say in this post is that the appearance of the R 107 was the consequence of many decisions made in the decade before its introductions.  The Story of the R 107 is not simply about a description of its "natural history." It was the consequence in a major shift in corporate strategy, one in which new geographic markets and other facets resulted in long-term international expansion.

It was not simply a linear transition. Mercedes-Benz moved for a time to being a auto manufacturer to a global technology firm beginning in the mid-1980s, and then back to an automobile firm by the late 1990s. Currently it is in energy sources and telematics as much as mobility. Managerial fluidity is a key to growth and survival. 

Just as an example, by 2001 this German manufacturer accounted for less Euros from its German market than from other European countries and particularly from non-European areas including the U.S. and South America. Ultimately China has played a major role in M-Bs recent success, but that is now in question.

Beginning round 1963 corporate thinking and hierarchy gradually changed. The later had been characterized as a henhouse with a rigid pecking order, More delegation, automation, and production innovations led up to the coming of the R 107, as market expansion to the U.S. led to an SL that was made for prosperous Americans first, with others second. It was one way to deal with an eroding home market that was being nibbled away by French, British, and Swedish car makers.

The oil shocks of 1973 and 1979 validated the expansionist thoughts of the previous decade. For a time 190 Diesels, 300 TD Wagons, and four cylinder ICEs with efficient powertrains and other models diversified the product base with the R 107 and its obvious beauty and build quality holding up a high standard. 

Solid Opening Day For Mercedes-Benz at Monza: Friday Update

 

Solid Opening Day in Monza

• The final European double-header of the season kicked off with Friday’s track action in Monza.
• It was a fruitful day for the team with plenty of single lap and long run work completed. 
• George ended the day fastest on the single lap with team-mate Kimi in P3.
• Kimi, who will start from the back of the grid due to power unit penalties, focused mainly on long run work with George running a more balanced programme.
• Both drivers ran the Medium compound in FP1 and the Hard in FP2, pairing them with the Soft tire on both occasions. 
• Whilst they didn’t end the day top of the timing screens, the upgraded Ferrari looked very competitive on both the single lap and long run.
• Imagery of the day is available on our media site. All imagery is rights-free for editorial use.

Driver	FP1				FP2
George Russell	27 Laps	1:23.312	P3	Medium, Soft, Medium	31 Laps	1:22.559	P1	Hard, Soft, Hard
Kimi Antonelli	27 Laps	1:23.644	P5	Medium, Soft, Medium	32 Laps	1:22.700	P3	Hard, Soft, Hard

George Russell

It was great to be back on track here in Monza. It’s a brilliant circuit and always fun to drive. It was quite a strong Friday for us; we got through lots of work and seemed to have decent pace on both the single lap and long run. We made some adjustments after FP1 that helped but we know we’ve still got more work to do overnight.

Ferrari looked very competitive and they still look to be the ones to beat. We also know how strong McLaren have been recently and I have no doubt they will get themselves in the mix for tomorrow. We can’t count out Red Bull either. It’s an encouraging opening to the weekend but it’s early days. Let’s see what Saturday brings. 

Kimi Antonelli

It’s amazing to be here at Monza! There has been so much support from the fans, and it means so much to me. I can’t wait to see it over the rest of the weekend, and I just want to say thank you so much to everyone who is cheering for me and the team. 

Today was a little bit different to a usual Friday. As we will be starting from the back of the grid, we focused much more of our efforts on optimizing for our race pace. We gathered a lot of data, and we didn’t seem too far away in terms of competitiveness. We will need to be strong if we are to battle our way back towards the front of the field; we will need to do a lot of overtaking on Sunday. We got some experience of that by running in traffic during our long runs and that will hopefully prove to be very useful learning for the race.

Andrew Shovlin, Trackside Engineering Director

Overall we’ve had a good Friday here in Monza. It's hard to know where you will end up in terms of performance going from a high downforce track like Zandvoort to a low downforce track like Monza, but the read today was fairly encouraging. There's no guarantee that Friday pace translates into Saturday and Sunday, but the car is in a decent place, and we can look to find some further improvements from there.  

The programs were quite different across the two cars. George was running a standard program and Kimi with his power unit penalty was more focused on race preparation. The track grip has been surprisingly good from the start and that prompted us to drop the wing level with George going into FP2. That also gave us a good cross-car compare. 

There is a bit of data to pick through before we make a final decision, but we've got overnight to do that analysis. It certainly looks tight in terms of performance; all the teams we are fighting with have shown strong pace at various times today so we're not taking anything for granted but pleased that we seem to be in the fight.