This happening is just too intense for me. I need a quieter gathering.
The 1933 Internationales AVUS‑Rennen was held at AVUS (Berlin) on 21 May 1933 1 2 . The race distance was 15 laps for the main (“big car”) event .
| Pos | Driver | Car | Time / Status |
|---|---|---|---|
| 1 | Achille Varzi | Bugatti | 1:25:24.4 1 |
| 2 | Stanisław Czaykowski | Bugatti | +0.2s 1 |
| 3 (tie) | Baconin Borzacchini | Alfa Romeo | +5:31.4 1 |
| 3 (tie) | Tazio Nuvolari | Alfa Romeo | +5:31.4 1 |
| 5 | Charly Jellen | Alfa Romeo | +10:09.0 1 |
| 6 | Manfred von Brauchitsch | Mercedes | +13:50.2 1 |
| 7 | László Hartmann | Bugatti | +19:10.4 1 |
| DNF | Eugenio Siena | Alfa Romeo | oil line broken 1 |
| DNF | William Grover‑Williams | Bugatti | fuel line broken 1 |
| DNF | Louis Chiron | Alfa Romeo | valve failure 1 |
| DNF | Rudolf Steinweg | Bugatti | oil line broken 1 |
Stanisław Czaykowski set the fastest lap: 5:17.8 1 .
An abundance of joie de vivre and driving pleasure – whether open as a roadster or closed as a coupé: the Mercedes-Benz SLK (R 170) is just as inspiring today as it was at its premiere in April 1996. This compact sports car impresses with its innovative steel vario-roof, high-performance power units and cool design. Thirty years ago, demand for the SLK was exceptionally high; its name stands for “Sportlich, Leicht, Kurz” (“Sporty, Lightweight, Short”). By 2004, a total of 311,222 examples had been built of the types SLK 200, SLK 200 Kompressor, SLK 230 Kompressor, SLK 320 and SLK 32 AMG.
“There are but few vehicles that can make your heart skip a beat when you see them for the first time. Our new SLK is one of them.” These are the words of Jürgen Hubbert, then member of the Mercedes-Benz Board of Management, at the car’s unveiling at the Turin Motor Show in April 1996. And he is right: the SLK becomes an emotive signature model for the brand. Its appeal is substantiated by numerous international awards, e.g. the “Goldenes Lenkrad” (“Golden Steering Wheel”, Germany, 1996), “L’automobile più bella del mondo” (“Most Beautiful Car in the World”, Italy, 1996) and “Car of the Year” (USA, 1997).
The SLK expresses its multi-faceted joie de vivre with an unusual colour concept. Bold hues suit it well. This is shown by many test vehicles presented to the press in 1996 in the striking colour yellowstone (colour code 685). As part of the facelift in the year 2000, interior colours become even more vivid, with merlin blue, magma red and lotus yellow catching the eye.
Many examples of the R 170 have been carefully maintained and are regularly driven. Well-preserved SLKs are available on the market at attractive prices. One key advantage for SLK aficionados: the car’s high level of production quality and its technical kinship with the C-Class of the 202 model series (1992 to 2000) are the basis for its longevity.
One defining feature of the SLK is its steel vario-roof. When closed, it offers excellent comfort and protection from inclement weather, reduces the risk of break-ins, keeps any wind noise to a minimum and comes through automatic car washes unscathed. This makes the SLK a veritable year-round car. Just activate a switch on the centre console, and the roof lifts and folds neatly into the boot in just 25 seconds. And even then there is still enough room for light luggage for two. These occupants can enjoy the open sky view, with reduced buffeting thanks to the standard wind deflector. Twin roll-over bars and reinforced A-pillars ensure a high level of safety.
The folding mechanism itself is a masterpiece of engineering, and its carefully choreographed movement continues to draw admiring gazes to this day. In the 10/1996 issue of “auto motor und sport”, the magazine devotes a four-page photo spread to the transformation from coupé to cabriolet. The title: “Open execution”. If properly maintained, the complex mechanism reliably retains its functionality for decades. The SLK is a trendsetter – its innovative roof concept is widely adopted by other manufacturers in and around the year 2000.
Double wishbone axles at the front, and a rear multi-link axle – the chassis makes use of proven Mercedes-Benz components. The tuning is adapted: revised springs lower the car by 20 millimetres compared to a comparable C-Class vehicle. The choice of wheels is unusual for the brand. The more powerful versions come with wider wheels and tyres at the rear than at the front. For instance, the SLK 230 Kompressor is fitted with 205/55 R 16 91 V tyres on the front axle and 225/50 R 16 91 V on the rear axle. For short braking distances, the SLK features a braking system taken from the E-Class (W 210).
Short overhangs at both front and rear and “power domes” on the bonnet give the SLK an agile look to match its handling. In the basic variant, it only weighs 1,260 kilograms and, with a length of 3,995 millimetres, it is around half a metre shorter than its big brother, the SL (R 129).
The best-selling model of the R 170 range is the SLK 230 Kompressor. Its four-cylinder engine with mechanical supercharger sounds the part, delivering 142 kW (193 hp) to the rear wheels. The driving performance is impressive: accelerating from 0 to 100 km/h in 7.6 seconds, the version with five-gear manual transmission reaches a top speed of 231 km/h. The use of a supercharger to boost performance has illustrious precedents. These include the legendary Mercedes-Benz S models of the 1920s, which apply this principle of charging in order to increase power as well as boost torque – and all this together with efficient fuel consumption.
With an extensive range of spare and wearing parts, Mercedes-Benz Classic Genuine Parts contribute to keeping SLK vehicles of R 170 on the road with safety and authenticity. Manufactured according to original factory specifications, the parts are generally available within 24 hours via the worldwide sales and distribution network. Link to parts search.
The range of parts for R 170 include the remanufactured automatic transmission (A 203 270 03 00 80, EUR 5,759.53), the radiator (A 202 500 32 03, EUR 457.56), the windscreen with heat-absorbing glass (A 170 670 02 01, EUR 382.34) and the rear window (A 170 670 01 80, EUR 503.85). Also available: the slide rail for the chain tensioning lever (A 112 181 00 59 26, EUR 77.17), the oil jet for the M 111 engine (A 111 180 02 43, EUR 26.51), the Mercedes star (A 170 888 00 86, EUR 80.30), the inside rear view mirror (A 170 810 03 17 7C45, EUR 109.77), the left turn signal lamp (A 170 820 17 21) and right turn signal lamp (A 170 820 18 21, EUR 107.50 each), the left front fog lamp (A 215 820 05 56, EUR 158,25) and right front fog lamp (A 215 820 06 56, EUR 166.43), the SLK 230 model badge (A 170 817 02 15, EUR 37.24) and the SLK Special Edition model badge (A 170 817 35 20, EUR 47.45). All prices are with reference to the German market and include VAT.
The inaugural Indianapolis 500 was held May 30, 1911 at Indianapolis Motor Speedway 1 . The winner was Ray Harroun driving the Marmon “Wasp” for Nordyke & Marmon Co. 2 . Harroun’s winning average speed was 74.602 mph 2 and his elapsed time was 6:42:08 1 .
| Finish | Driver | Car | Entrant | Laps |
|---|---|---|---|---|
| 1 | Ray Harroun | Marmon “Wasp” | Nordyke & Marmon Co. | 200 2 |
| 2 | Ralph Mulford | Lozier | Lozier Motor Co. | 200 2 |
| 3 | David Bruce-Brown | Fiat | E.E. Hewlett | 200 2 |
| 4 | Spencer Wishart | Mercedes | Spencer Wishart | 200 2 |
| 5 | Joe Dawson | Marmon | Nordyke & Marmon Co. | 200 2 |
| 6 | Ralph DePalma | Simplex | Simplex Automobile Co. | 200 2 |
| 7 | Charlie Merz | National | National Motor Vehicle Co. | 200 2 |
| 8 | W.H. Turner | Amplex | Simplex Automobile Co. | 200 2 |
| 9 | Fred Belcher | Knox | Knox Automobile Co. | 200 2 |
| 10 | Harry Cobe | Jackson | Jackson Automobile Co. | 200 2 |
| 11 | Gil Anderson | Stutz | Ideal Motor Car Co. | 200 2 |
| 12 | Hughie Hughes | Mercer | Mercer Motors Co. | 200 2 |
The 1932 Graham Blue Streak was one of the first American production cars to look and feel modern in a way that quickly became the industry template—especially in body integration and streamlining—at a time when many cars still looked like upright boxes with bolt‑on fenders.
What made it stand out:
“Skirted”/faired-in fenders and a lower, longer stance: The Blue Streak’s fenders were visually integrated into the body with flowing “fender skirts” and a pronounced sweep, making the car look lower and more aerodynamic than most 1932 rivals.
Integrated design (less “separate parts” look): Instead of a body sitting on a frame with clearly separate fenders, running boards, and lamps, the Blue Streak pushed toward a unified shape. That move toward integration is a big reason it’s often cited as a styling landmark.
A design that influenced the whole industry: Its look was widely copied through the 1930s—especially the trend toward streamlined bodies and enclosed/visually blended fenders—so it’s remembered not just as a pretty car but as a trend-setter.
Good engineering/value for the era: Graham also had a reputation for offering strong performance and equipment for the money during the Depression, which helped the Blue Streak’s design impact reach real buyers, not just show stands.
The person most often credited as the key designer behind the 1932 Graham “Blue Streak” is Amos Northup (Graham-Paige’s chief stylist/designer at the time).
Northup is widely associated with the Blue Streak’s signature features—its low, integrated look and skirted/streamlined fenders—making him the figure generally regarded as most responsible for the design.
Northup worked early in his career for cabinet maker C. J. Wadsworth in Painesville, Ohio, doing design work before moving into automotive styling.
Some histories place Northup at Pierce-Arrow beginning in 1919, working on truck/styling-team design work.
Northup worked for Wills Sainte Claire under Childe Wills, and multiple sources describe this as a key early automotive design role 1 3 4 .
He is credited with styling 1924 Wills Sainte Claire
Northup joined Murray Corporation of America (often described as a major body supplier) in 1924 and promoted to chief designer in 1927.
At Murray, he was responsible for regular/production body designs, while Ray Dietrich handled custom work .
Major designs associated with Murray work:
1928 Hupmobile Century Eight — often cited as one of the first high-profile production designs he influenced at Murray.
Sources agree Northup worked for Willys-Overland and related marques (Willys-Knight, Whippet), but the timing is inconsistently reported (e.g., one source says appointed at Willys-Overland in March 1928; another says he left Murray, joined Willys the next year, then returned to Murray).
He is credited with designing Willys Whippet lines and Willys-Knight models around 1929–1930 in these accounts.
One account notes he hired assistant Jules Andrade at Willys-Overland.
Notable design items linked to Willys:
1929 Willys Whippet and 1929 Willys-Knight lines are attributed to him in one summary 1 .
“Plaidside”/plaid show roadsters for Willys-Knight are mentioned as Northup work in a detailed historical account. .
Some sources also attribute the 1933 Willys 77/99 and later Willys designs to him via Murray work,
1931 REO Royale Eight — explicitly credited to Northup as a major, innovative design achievement.
1932 Graham “Blue Streak” — his best-known work; sources credit Northup with key features like fender skirts and a rearward-sloping grille.
Worked for Packard Lincoln bodies built by Murray
Northup is most firmly tied to Graham-Paige through the 1932 Blue Streak.
He worked on Graham’s later “Spirit of Motion.” “Sharknose” theme; one source says he did most of the work with assistance and did not live to see it in production after his fatal accident in 1937.
(Note: Some sources date the “Sharknose/Spirit of Motion” to 1938–1939; Northup died in February 1937, so his role is generally described as principal designer whose work was finished by others)
