Another Look at 2 Fast 2 Furious

The second of the Fast and Furious franchise, this film was released in 2003 and after 16 years now deserves a second look. A highly profitable release -- it grossed $236 million from a $76 million budget -- it was directed by John Singleton, produced by Neal H. Moritz and written by Michael Brandt and Derek Haas. Continuity in the series is represented by the character of Brian O'Conner (Paul Walker). O'Conner is now an ex-detective living in Miami where the film takes place. Booked after winning  the an opening race, Brian is offered a way to be cleared of charges if he "cooperates" with the FBI and Customs officials who are trying to tie the noose on drug lord Carter Verone (Cole Hauser). As a partner he selects an old friend, Roman Pearce (Tyrese Gibson), and they infiltrate Verone's operation with the help of beautiful undercover agent Monica Fuentes (Eva Mendes).



Of course the film is filled with all kinds of action, interspersed with humor, male bonding, a bit of sex, and ridiculous action scenes. This film lacks the intensional depth found in the franchise's first film, perhaps because Dom Torretto is not around. And a number of the scenes are positively ridiculous, including the last where Brian and Roman literally fly onto the bad guy's boat as he is about to escape. Fun to watch, yes, but hardly having the element of realism that makes these films so scintillating to watch before you get into your own car, then drifting and downshifting with hopefully no pedestrians in the way!

A Brief History of the Mercedes-Benz G Class

Mercedes-Benz off-road vehicle as a station wagon with long wheelbase (2,850 millimetres). Photograph from the internal brochure “Mercedes-Benz Cross Country Car. Technical Description” published in November 1975.

Mercedes-Benz off-road vehicle as an open vehicle with short wheelbase (2,400 millimetres) and a station wagon with long wheelbase (2,850 millimetres). Photograph from the internal brochure “Mercedes-Benz Cross Country Car. Technical Description” published in November 1975.

 The world première of the 460 model series G-model took place between 4 and 9 February 1979 in Toulon, France. On this occasion, the Mercedes-Benz press kit emphasised the values of “ uncompromising off-road and on-road capability” as well as “maximum variety of use”. These aspects also apply to the new G-Class of the 463 model series that has been built in Graz, Austria, since May 2018. In addition to these elements there is the tradition of performance and unique character. The G-Class has grown into this role over the past decades with ever more success.

The history of the G-model began in the summer of 1969. At the time, Daimler-Benz AG and Austrian Steyr-Daimler-Puch AG entered into talks about a possible cooperation. Both manufacturers offered vehicles with excellent off-road capabilities as part of their product ranges: the Mercedes-Benz Unimog as well as the Puch Haflinger and the Puch Pinzgauer. In 1971, the idea of jointly building an off-road vehicle was fleshed out for the first time. It was to combine extreme off-road capabilities with good handling on the road. Probably as early as in the autumn of 1972, CEOs Dr Joachim Zahn (Daimler-Benz AG) and Dr Karl Rabus (Steyr-Daimler-Puch AG) then came to a basic understanding on jointly developing the light-duty off-road vehicle. The construction team was headed by Erich Ledwinka, Chief Engineer of Steyr-Daimler-Puch.

The development then progressed with force. The first wooden model was created by April 1973. The first roadworthy prototype was already being tested in 1974. Photos in the technical description published internally in 1975 showed how quickly the designers and engineers arrived at a design that already came very close to the eventual G. The final styling with the clear profile was defined by Mercedes-Benz Design headed by Bruno Sacco. The stylists masterfully combined the large, smooth surfaces of the vehicle body with the technically defined characteristics such as large approach and departure angles as well as a relatively large vehicle height with a rather small overall width.

The G-model has been built at the Puch plant in Graz-Thondorf from the outset. This plant is also where the new 463 model series G-Class has been assembled since May 2018. Mercedes-Benz has been supplying components including engines, axles, steering systems and large stamped parts from various sites in Germany to Graz since 1979. Series production started in February 1979 shortly after the vehicle’s world première, and Geländefahrzeug Gesellschaft (GfG), founded by the two companies in 1977, was in charge of this process.

The G was initially launched on the market as the 460 model series: a universal off-road vehicle with a comparatively plain interior but a great deal of attention paid to the drivetrain. The selectable standard-fit all-wheel drive with its one hundred per cent interaxle differential lock and optional differential locks on the front and rear axles, which have been standard equipment since 1985, ensure optimum off-road handling characteristics. The frame design and rigid axles with coil springs were aimed at versatility and robustness off the road. The 240 GD and 300 GD models with a diesel engine as well as the 230 G and 280 GE with a petrol engine were available at the production launch. There were two different wheelbases (2,400 and 2,850 millimetres) as well as different body styles (open vehicle, closed station wagon and panel van with closed side walls). In addition to the 460 model series with a 12 V on-board electrical system, Mercedes-Benz offered the 461 model series with a 24 V on-board electrical system for military customers. Its CKD (completely knocked down) version was designated as model series 462.

A continuous advancement process for the G-model began shortly after its market launch, which would prove to be the key to its lasting success. Important steps included the standard-fit power steering (first in the 280 GE and 300 GD, from 1987 in all models) and standard-fit differential locks (1985) as well as the introduction of a closed-loop, three-way catalytic converter (from 1986 initially as special equipment in the 230 GE) and the anti-lock braking system (ABS) in model series 463 from 1990. The optimisation of comfort and safety was embodied, among other things, by the standard-fit combination of the most capable vehicle dynamics and all-wheel-drive systems starting in 2001. It comprised the electronically controlled 4ETS traction system, the Electronic Stability Programme ESP® and BAS Brake Assist.

The major facelifts in particular represented important development leaps for the technology of the G. For example, model series 463 was launched in 1990 equipped with permanent instead of the previous on-demand all-wheel drive. Subsequently, eight-cylinder and even twelve-cylinder engines were used in the powerful and luxurious G-Class. At the same time, Mercedes-Benz cultivated the tradition of the G as a versatile utility vehicle. In 1990, this role was initially played by model series 460, before it fell to model series 461, launched in 1992. Today, it is the professional variants of the G-Class which carry these capabilities on into the future.

The tradition of exclusive equipment in the history of the G-Class started with refined details such as individual Recaro seats for driver and front passenger, which were available as special equipment from as early as 1981. The interior was enhanced as standard in 1982. In 1990, model series 463 brought fine-wood applications into the off-road classic that was just eleven years young at the time. This constant change allowed the G-Class to acquire new, private customers. They particularly appreciated the exclusive and powerful variants of the G. A first highlight in this regard was the Mercedes-Benz 500 GE V8, built in small-series production starting in 1993. From 1998, the G 500 then became the standard top-of-the-range model of the Mercedes-Benz G-Class, as the family of off-road vehicles has been known since 1993. The nomenclature of the G thus follows the system established for the other Mercedes-Benz passenger car model series, whereby a letter preceding the three-digit number or a combination of letters designates the class to which the vehicle belongs.

A particularly successful chapter in the history of the G began in 1999: in that year the G 55 AMG became the new top-of-the-range model of model series 463. It formed the basis for the lasting success of the G-Class high-performance vehicles by Mercedes-AMG. Further standards in this regard were set by the G 55 AMG Compressor (2004), the G 63 AMG, the G 65 AMG (both 2012), the G 63 AMG 6x6 (2013) and finally the Mercedes-AMG G 63 of the new G-Class presented in February 2018 (combined fuel consumption: 13.1 l/100 km; combined CO2 emissions: 299 g/km*).

That the G continues to master all challenges successfully in its fourth decade was also demonstrated by other highly exclusive models such as the G 500 4x4² from 2015 and the Mercedes-Maybach G 650 Landaulet from 2017, of which only 99 were made. Both variants of the iconic off-road vehicle opened up new dimensions for the G-Class: the G 500 4x4² with regard to the yet further improved off-road capabilities thanks to portal axles and the Mercedes-Maybach G 650 Landaulet boasting the highest automotive luxury also off the road.

The new generation of model series 463 celebrated its world première at the North American International Auto Show (NAIAS) in Detroit in January 2018. It transports the strengths of this charismatic performer into a bright future. The first of the models launched is the Mercedes-Benz G 500 (combined fuel consumption: 12.1–11.5 l/100 km; combined CO2 emissions: 276–263 g/km*), followed shortly afterwards by the Mercedes-AMG G 63. In December 2018, the G 350 d (combined fuel consumption: 9.8–9 .6 l/100 km, combined CO2 emissions: 259–2 52 g/km*), the third engine variant featuring the state-of-the-art OM 656 diesel engine, celebrated its world première. Once again, the G reinvents itself by focusing on important technical details in the new model series 463 G-Class: for example, with the chassis developed jointly by Mercedes-Benz and Mercedes-AMG, featuring a traditional, rigid rear axle and a double-wishbone front axle with independent suspension. What has not changed are the excellent off-road capabilities – the new G-Class even surpasses its predecessor in many disciplines. And on the outside, the basic credo is: the genes of the G from 1979 will be evident in any G-Class at first sight.

Daimler-Benz Customer and Employee Publications Begin in 1919

First issue of the “Daimler-Zeitung” published by Daimler-Motoren-Gesellschaft (DMG), January 1919, title page.

Customer magazine “Daimler-Zeitung” published by Daimler-Motoren-Gesellschaft (DMG), Issue 4 from May/June 1919, advertisement on the back page.

A slim booklet published by Daimler-Motoren-Gesellschaft, Berlin-Marienfelde branch, in January 1919, testifies to  confidence in the future: this is the first edition of the “Daimler-Zeitung”. The customer magazine appears only two months after the end of the First World War against the backdrop of economically difficult and politically turbulent times.

The company aims to use this new medium to reach “customers and friends” of the brand, as the preface describes the target group. The idea of publishing a customer magazine is, even then, not entirely new: the authors explain that, for several years, there was the intention to issue “a regular magazine” with topics relating to the products manufactured by DMG. But then the First World War stopped the project in its tracks.

The Berlin-Marienfelde’s objective now is evidently to inform customers about the urgently needed business recovery using the customer magazine. This is how the first issue in January 1919 describes it: “Publishing this, the first issue of the Daimler-Zeitung, after the end of a struggle between nations and before the political and economic situation in the new Germany has been completely clarified, is done with confidence that our economy, thanks to its healthy basis, will recover and flourish again in the not-too-distant future, in spite of all the heavy blows brought by the war and especially the last few weeks.”

But what topics are likely to interest customers as the content of such a publication? DMG decided, a hundred years ago, on a mixture of product-related reports, utility articles and information about the enterprise. For example, the main story of the first issue is a report entitled “Daimler trucks during the World War from 1914–1918 in Turkey and Persia”. It is even continued in the second issue in February 1919. Supply restrictions on rubber tires and fuel are indicative of the current economic problems of the time. News of what is happening in the company is reflected in a report on the new fire engine for the DMG factory fire brigade at the Marienfelde plant (“Unsere Fabrik-Feuerspritze” – “Our Factory Fire Engine”).

The cover picture of the first issue underlines the focus on commercial vehicles in terms of content. It shows a view of a Daimler plant with trucks on the road in front of it. The exact publication date of the January issue is not documented. However, the 20-page magazine is accompanied by a loose piece of paper whose message testifies to the difficult conditions of its production: “ Due to the difficulties caused by the Berlin riots and the lack of coal, the first issue of the ‘Daimler-Zeitung’ has been delayed.”

Despite the start being beset with difficulties, DMG continues to put faith in the customer magazine. The second issue appears in February 1919. The cover story is a report about marine engine building. It begins with Gottlieb Daimler’s 1886 motorboat and extends to the 1,250 kW (1,700 hp) marine diesel engines currently in production.

Customer magazine for the entire company

The “Daimler-Zeitung” is significantly strengthened in its aim to be a customer magazine for the entire enterprise in the third issue (March/April 1919). Until that time, the Mercedes star carries the inscription “Daimler Berlin-Marienfelde” in its title. But now this is replaced with the brand name Mercedes. And where the magazine is first published by the Berlin-Marienfelde facility, from the third issue onwards it bears the note: “Published by Daimler-Motoren-Gesellschaft, Stuttgart-Untertürkheim and Berlin-Marienfelde.”

A total of seven issues of the “Daimler-Zeitung” are published in 1919. What would appear unusual to today’s readers is the fact that the pagination of the customer magazine is continued consecutively throughout the entire year over a total of 128 pages. At the end of that year, DMG discontinues regular publication of the magazine for reasons not handed down. Further issues are only issued to cover specific topics. In 1924, for example, a special issue on Mercedes racing victories in that year was published. The victories achieved in the race from Tacubaya to La Cima (Mexico), in the Corsa della Merluzza (Italy) hill-climb, the Prague Königsaal-Jilowisch (Czechoslovakia) hill-climb and the Targa Florio and Coppa Florio (Sicily) are described as outstanding successes.

Although there is no seamless publication history from 1919 through to today, Mercedes-Benz keeps communicating with its customers through magazines. An important period in this chapter of the brand’s history begins in the mid-1950s with “Mercedes-Benz all around the world”. This new publication starts as the “Export News Service of Daimler-Benz AG” in 1953 and is initially aimed at the Mercedes-Benz sales organisation worldwide. Starting in 1954, the magazine concentrates on presenting travel photos that combine Mercedes-Benz products with typical landscapes and buildings from countries all over the world.

Customer magazine “Mercedes-Benz around the world”, Issue 29, title page.

This combination of interest in new vehicles and destinations that are, at this time, considered exotic, inspires the end customers of the company as the German “economic miracle” gets under way, whose attention is drawn to the magazine in the Mercedes-Benz branches and agencies all over the world. In this way, in the summer of 1956, the publication evolves under its new title “Mercedes-Benz all around the world. An export photo reportage by Daimler-Benz AG Stuttgart-Untertürkheim” into a real customer magazine. Starting with Issue 29, published for the first time with a color cover picture, color photos and journalistic articles, the magazine bears the subtitle “A photo reportage for friends of Daimler-Benz”. The magazine’s cosmopolitan focus is shown by Issue No. 40, amongst others, with a cover story about India. This issue is now on show in the permanent exhibition of the Mercedes-Benz Museum.

It is not only the history of Mercedes-Benz customer magazines that begins a hundred years ago at DMG, but also a tradition of employee media: in June 1919, the first issue of the “Daimler Werkzeitung” is published. Paul Riebensahm, a member of the Board of Directors of DMG, is the driving force behind this. The project is put into practice by the then young scholar Eugen Rosenstock-Huessy. The background to this ambitious medium is extremely serious: the end of the war is followed by an extensive wave of redundancies at the end of 1918. Within just ten weeks, the workforce at the Untertürkheim plant shrinks from 15,053 employees to only 8,833. After that, the convictions of the political extreme left are increasingly asserted in what has, until then, been a mostly moderate social democratic workforce.

Riebensahm’s objective in publishing this magazine is to promote a restrengthening of the dialogue between workers and the company. The content ranges from general educational essays on topics from industry, science and architecture to literary contributions. In research into corporate history, the publication, which was discontinued in 1920, is also said to have “taken the form of a printed adult education centre”. The “Daimler-Werksnachrichten” newsletter, on the other hand, which appears parallel to the “ Werkzeitung” from November 1919 on, is much more matter-of-fact.

Another look at "FAST and FURIOUS: TOKYO DRIFT" -- Including Final Race (Mustang vs 350Z)

If you follow this blog at all, you'll note that currently I am looking at the early films from the "Fast and Furious" franchise. This film, released in 2006, directed by Justin Lin, produced by Neal Moritz and written by Chris Morgan, was the least profitable of all the "Fast and Furious" films, but definitely has aged well. Clearly, its message has value in addressing the human condition, particularly among young viewers. But even n old guy like me can learn something from another look.



The film mostly is set in Japan, but begins in the U.S. with a troubled high school student who has moved from place to place after getting in trouble. His mother can't control him, and that is obvious when our protagonist, Sean Boswell, vies for the attention of cuties Cindy. That gets him into a race with high school sports star Clay, who drives a Viper, perhaps a bit an unfair advantage over Sean's Monte Carlo. The race ends with a crash, a totaled Chevy, and Sean sent off to Japan to live with his father, a U.S. navy officer.



Trouble follows Sean wherever he goes, it seems, as he is an outsider in a very closed Japanese society. Before long he is involved in a new rivalry verses Drift King (DK) Takashi after talking to takes girl Neela. Here the problem is exacerbated because of race, it seems, and for Sean the way to get respect is to race, and in this car to race a different style involving drifting. He is assisted by a true friend, Han Lue, who will meet an untimely end at the hand of Takashi. Friendship thus transcends race and nationalists, and indeed love will also do the same, as the story ends with Sean and Neea together working and living in Han's shop.



One of my negative reviews somewhere with regards to the firsts edition of The Automobile and American Life was a criticism of my lack of commentary on the art of drifting. Well. I addressed that in the second edition.  Drifting emerged in Japanese racing circles in the 1970s, and involves creating oversteer by kicking out the rear end of a career while positioning the wheels opposite to the direction of a turn.  In automotive engineering parlance, when the rear slip angle is greater then the front slip angle, you drift.  Going downhill is especially fun doing this, and it helps if your vehicle has a limited slip differential. Style and grace are significant here as well as speed.



Takashi is quite a villain in this story, along with his friend and right hand-man, Morimoto. I swear Tak reminds me of characters who play POW internment camp commanders during WWII! But he ends in disgrace, and no longer the DK. So much for being evil.



Sean will eventually prevail, with the help of his once alienated father who provides the Mustang fastback powered by a Skyline engine that is featured in the film's final race scene.  Young Sean, once branded a loser and outcast, is loyal, he has character, and he makes a stand, through with running from place to place.



This film is now 13 years old, and many have forgotten it. Yet it has aged with time, like a fine wine.

Another Look at "The Fast & Furious" (2001)

Lately I have been  watching the older "Fast and Furious" films available on Netflix. It is hard to believe that the first film in the franchise is now almost 18 years old. And so I wanted to take another look, and what I concluded was that there was good reason that this series took off, and that the first iteration was far from the idiotic film that I may have thought it was years ago.

I was mesmerized, or perhaps better said stunned, with my first look (this time around) on screen at the late Paul Walker. His eyes just glisten, in a most magical way. Watching this film gave me a new appreciation for a movie that was often dissed in 2001. Yes, it is about beautiful young women with long slender legs attired in scantily clad clothing. But the film almost paints the picture of a society in which race and class are normalized, as the quest here is for speed and respect. There is a spiritual element to this film, as reflected in a prayer before meals and the cross that Dom wears. It is about love -- not just between Brian and Mia and Dom and Letti.  Who can forget Dom holding a dying Jessie after the drive by? It is about evil, as expressed in the actions of Johnny Tran and his cousin Lance Nguyen. And indeed it is about breaking the rules.

Most significantly, it is also about cars -- mostly rice burners made very fast by NOS, but also about Dom's father's 1970 black Dodge Challenger -- American muscle.

At a time when we as Americans are so divided as to race and class, perhaps more of us should take that other look at the first version of "Fast and Furious." Yes, in the movie there are people who can be mean spirited, fearful, and divided. But there are good reasons to think that our younger Americans have the possibilities to realize that class barriers and skin color is not what is important. After all, it is what you do and how you do it!

I Hate Road Salt!!!

It was amazing yesterday to see everything coated white at school, not with snow but with road salt, probably mixed in with calcium and magnesium salts as well. It makes sense that as a car lover, I hate road salt, for the substance destroys automobiles to no end. You can easily fix upholstery, rebuild an engine, but once rust gets started on a car the fix is difficult and the motor vehicle is never the same, just like a person with cancer. The use of salt -- and now the even more corrosive beet juice -- solves several problems for the state. Perhaps auto safety, perhaps not if folks had to slow down. It also keeps the economic wheels turning, as people have no excuse to get to their jobs. Capitalism marches on! Salt also does its best to reduce the "Used Car Problem," as planned obsolescence is catalyzed by folks who don't want to drive around with rusted out door bottoms and rocker panels. A car like that does not speak well of you.

There are significant environmental reasons to curtail the use of salt, as individual homes' water supplies have been contaminated in the past, vegetation threatened, and even human health concerns raised. A cursory read of the New York Times historical archive suggests that there have been plenty of naysayers concerning salt use on roads over years, and the defense of its use by no less than the Salt Institute, a trade organization, located in Alexandria, Virginia.

In the end my dislike of salt roads will have little (really no) impact on its continued use, but I repeat -- I hate road salt, and its substitutes if they are corrosive. I guess my recourse is put up with it, or move to California or Arizona.