(first posted in 2007) As an immigrant back in the days of the “melting pot,” I was as eager to assimilate as a wide-eyed frat pledge amongst his potential brothers. I tried to forget German, made (futile) efforts to learn baseball, and was deeply smitten by American automobiles. I repressed memories of my abandoned European flames: Porsche, Mercedes and Jaguar. But my jilted lovers found me hiding in Iowa, and began to torment me with their seductive powers.
My violin teacher drove to school in a baby-blue Porsche 356 Cabriolet she’d picked up in Germany. Her profession was auto-appropriate; the boxer’s piston quartet con blower performed its concerto wherever she drove. I could hear the Porsche’s siren song from blocks away as I walked home from school.
One rainy afternoon, she stopped and offered me a ride home. Oh, those tan stitched-leather seats! The exquisite VDO instruments! The impeccable steering wheel with its Porsche coat of arms! The sounds! If it weren’t for her mustache, I would have prayed for a kidnapping.
When new neighbors moved in down the street, they brought a shiny black Mercedes 220 SE sedan with them. Comparisons between the doctor’s imported German sedan with our domestic Ford Fairlane were inevitable. They were both black and similarly sized. Both cars sported red interiors and questionable finlets on their hind-quarters. Beyond that, there was a world of difference between them.
The Mercedes’ deeply-tucked, anatomically-correct front buckets and back seat made the hard plasticky slabs in the Fairlane look and feel like the benches at our local Greyhound bus station. The Merc’s well-wooded and padded dash, with its beautiful plated castings protruding from its surface, dripped with German Kunstwerk. The Fairlanes’… didn’t.
In the engine room, the Mercedes’ fuel-injected OHC six bristled with alloy castings, making the Ford V8 look primitive. Adding insult to injury, the little six made more horsepower than the Ford’s V8.
More painful observations: The Mercedes automatic had four speeds; the Ford-O-Matic had two. And a glance under the rear revealed a sophisticated low-pivot IRS and coils, versus a solid axle and leaf springs.
The Merc’s owner liked to drive German-style. A brisk ride on the brand new autobahn I-80 in the 220 SE made the sum of its advanced parts all too obvious. Instead of wallowing along, this baby felt planted down, rock solid at ninety. The well-damped long-travel suspension soaked up the frost heaves and expansion joints like a black leopard on the run. The nervous six’s raspy warm-up scales around town turned into a silky soprano aria at speed.
The doctor’s other car was a black Ford Model A, which he drove to work when the whim struck. It was already an antique. We played “The Untouchables” in it for hours on end. As I got to know the Model A and the Benz better, I began to have a creeping realization that our Fairlane had a lot more in common with its Ford progenitor than I wanted to admit.
The final blow was the great modeling showdown with my older brother. One Saturday, we bought car models at Kresge’s. I picked a modest-scale 1962 Corvette. He grabbed a brand new model: a magnificent large scale red Jaguar XK-E.
My brother was blessed with surgeon’s hands. He collected broken radios, disassembled them, and created new electronic devices from scratch. My hands fell more into the farmer/carpenter vocational arena. They were clumsy executors of my “the more the better” philosophy regarding cement. The fact that my ‘Vette model was a smaller scale and had about one-tenth the parts of his superbly complex XK-E only underscored the lopsided-ness of this sibling rivalry.
Never having seen a Jaguar XK-E in the flesh, his model blew me away. Its deliciously-long front end was like a well-sucked cherry Popsicle on a hot summer day. Flipping up the plastic bonnet revealed that worship-inducing cathedral of an engine, surrounded by a spider’s web of tiny chromed or shiny black parts, punctuated by the exclamation marks of the knock-off wire wheels.
Turning over the model and looking under that red mini-skirt rear end was like opening your parent’s family medicine book and seeing things you couldn’t have even imagined. The Jag’s complex erector-set conglomeration of struts, springs, shocks, in-board disc brakes, u-joints and half-shafts was a complete revelation.
I knew all too well that my Corvette’s cement-pocked body hid a pathetic frame and chassis mostly borrowed from a ’52 Chevy sedan. Before long, it too was consigned to another pyrotechnic “accident” in the drive-way.
I felt beat-up. The new ’63 Sting Ray was soothing balm on my wounds. But my unconditional love for American wheels was never quite the same again.
And I realized I was never going to be any good at baseball. Soccer, anyone?
Ah, yes… model-building. I never did like the Aurora, Monogram or Revell kits much. I preferred the AMT kits for fit and the 3-in-1 options. By mid-teens I was doing lots of customizing with body filler and X-acto knives. Each September I’d anxiously await the new crop of model kits, almost as much as awaiting the new full-size versions in the showrooms.
I think I’ve still got a box of assembled model kits somewhere… although I doubt that the glue is still holding after 45 years.
Nice snippet of your life.
Our family loves Porsche 356s. My dad has had a number of them and still has a 1960 Roadster that he bought in 1988. He bought the first one in 1971. For those who like vintage photos, this picture shows his ’60, his ’51 Cabriolet, and a 1960 Roadster parts car parked behind my mom’s parents house in August of 1973.
I preferred the AMT kits too. I’d go around door-to-door collecting Coke bottles until I’d mustered $1.49 for a new 3-in-1. Custom was my choice, lowered in back (not in front), fender skirts, chrome pipes and custom grilles, sometimes even the little TV or the record player. Never did master the body putty or even the paint.
Later I built the 1/12 scale XK-E, and like you Paul, learned the beauty of that engine and the rear end.
What’s the real pattern in the green zone on that Porsche’s tach? Concentric lines? Looks all moire-rippled in the digital photo. Gorgeous, thanks.
They were parallel, curving lines, following the shape of the gauge. Those gauges continued in the early 911s.
The whole immigrant experience thing resonates with me. My struggles with English, particularly in elementary school, where it was so hard to not to reply in German instead. Ditto the more talented older brothers, who were f@#$%& virtuosos in everything they did, my only saving grace was my size, perfect for American football. In any other family I would have been the favorite child, here I was fourth out of three…
But when my brothers want to buy a new car, who do they call for advice? Me. I get the last laugh in that way.
Since I grew up in awe of Jaguars , I always thought the vertical strip speedos and white plastic steering wheels of those old Mercs showed incredibly bad taste on the part of the Germans.
I had a pale yellow 220S sedan, bought used in 1967, that looked a lot like the black 220SE shown including the red seats. Indeed it was very solid, and gave impressive performance from its 120-cubic-inch engine. I know that the impressively smooth curves in the exhaust and intake manifolds contributed a lot to that performance. The four-speed column shifter worked perfectly. Cars nowadays have a way to flash the high beam headlights by pulling back on the lever; this car actually had a flasher wired into that function so that holding the lever back would flash the high beams on and off. Meant for passing on the autobahns, I’m sure, but it worked fine on my work commutes on Highway 16 too, back when most of the road was still two-lane.
I too preferred AMT. Revell models didn’t seem to stick together well, the Testor’s glue didn’t seem to work on them.
@peekay your models are probably fine (unless they’re Revell). The glue is not adhesive, it’s solvent based so it literally welded the parts together.
I was the model building champ in my family, and recent through my box of completed models. Everything got tossed except for the chopped 49 Mercury which was still too nice to throw out.
It’s amazing how much more advanced European automobiles of the 1960s were than virtually any of their American counterparts. A Mercedes W108/109 or Jaguar S-type had overhead cams, independent rear suspensions, and (in the case the Jag) an available manual gearbox with 4 speeds + overdrive.
With American cars, one got a 3-speed automatic, overhead valves that wouldn’t breathe over 5000 rpms unless you got a Corvette, and except for a couple rare exceptions, a live rear axle that clomped over bumps and generally handled badly.
Plus, the Mercedes was undoubtedly more durable over the long haul than any American luxury car of the era.
I have to disagree with you. Yes, the Jaguars and Mercedeses was good cars for their era. But Mercedes couldn’t build a proper automatic with proper shift quality in the 60s, and Jaguars quality was piss poor at the end of the 60s. Yet, these cars was very expensive, the normal european guy drove Opel Rekords with 70 hp engines, or VW Beetle, or other small cars with 40-80 hp engine. Even the Volvo Amazon was regarded as a car above the working class. No powersteering, no AC, no power anything and 122 hp at best.The normal european car from the 60s struggeled to get by 60 mph.
MB and Jaguars have to compete with Lincoln, Imperial and Cadillac from these era. The american cars was way more quiet, absorbed bumps better, had a lot of equipment the European lacked, and the american drivetrain will outlast any European drivetrain from the 60s.Don’t even go there. The English cars was considered as finished after 60.000 miles in the 60s. The Th400, the C6, the 472, 460, buick 430/455 and so was great engines.In the 60s Mb and Volvo made good engines who could last as long as the americans. And the 3.5 V8 from GM used in Britain was good.
Even Chevrolets could have AC, PB, PS, PW, PA, Pseat and so on in the 60s. In Europe we didn’t even had powersteering at most of the cars at the end of the 80s.
So yes the European luxury cars had IRS, the had overhead camshaft and some other thing. But they lacked quietness, ride quality, reliability, equipment, power and interior space. And why do you want to get passed 5000 rpm in your Cadillac? When the Caddie had 375-400 hp, and could cruise all day long at 1500-2000 rpm.
Cadillac’s in the late 60’s with the 472 engine had 375 hp, but only 3 speed automatic transmissions and a 2.94:1 axle ratio. With 15 inch wheels the engine would have been running at more than 2000 RPMs at 60 MPH. The 1970 400 hp Eldorado woud do about 45 MPH at 2000 RPMs with the 3.07:1 axle ratio that it had.
Cruising at something close to 80 MPH will require engines to run near 3000 RPMs for most of GM full size cars in the late 60’s with the big engines. At 3000 RPM’s you might be closer to 70 MPH than 80, depending on axle ratios and tire sizes.
With the 2.94 rear end and 235/75 15 inch. wheels you would have about 2100-2150 rpm in 60 mph. But around town you almost never had to get above 1500-2000 rpm with these engines. And they could cruise at 1200-1300 rpm easily if they had an OverDrive automatic with around 0.60-0.70 at the highest gear and a lockup converter.
The 4 speed MB automatic don’t have OverDrive ratio on the highest gear, it was like the TH400, 1:1 at the final gear, and with 4:10 at the rear end the enigne roar in a 4 cylinder was massive at higher speeds.
Edit: the 2.2 liter was of course a straight six, not a 4 cylinder.
Some sources says that the reason why MB choose to go for a 4-speed automatic with 1:1 on the final gear was that Cadillac had the same type of a automatic in the 50s, with 4 speeds.
OK, around town the Mercedes engine would not be turning over high speeds either. On the highway the Mercedes engine would be running 1/3 faster with similar tires. Of course tires were probably smaller, but even so, 50% faster would put the engine at 3000 RPM’s @60 MPH – 4000 @ 80.
It’s been ironic that in the past decade or so, Benz & BMW engines have grown, while Americans have shrunk back to pre-WW2 sizes, with the exception of trucks.
Also, German cars, perhaps playing catch-up with Lexus & Infiniti, have piled on the digital dash toys, something I fear they don’t do so well as mech. engineering.
I take it from your comment youve never actually driven a british or European car from the 60s, you certainly know nothing about any of them.
No, I just live in Norway were 40% of the cars was British at the start of the 60s. They had an extremely strong marked share, but the quality of most of the cars was not the best, and it only got worse during the 60s and 70s. 60.000 miles was the limit, some even before that, for the most of them.
The German cars was way better, and everybody dreamed of an american car with V8, TH400 and the 12 bolt rear end, that would last for 500.000 km at least. But the Norwegian tax system for cars is very high, and after the WW2 the government needed money. The fuelprices was also high, so an american car was only owned by doctors and other with high income, like the king Olav V. Before 1960 it was restrictions to buy a car, after 1960 everyone could by one.
There is a reason why the British car industry no longer exist. The onyl cars back is the high end luxury. And even some of those has real problems with reliability, like the Freelander.
Same story in Israel, where the middle-upper and luxury segments of the market were a US made car domain. MBs were also known to be reliable but the vast sales were to cab owners (in light of the diesel availability). Non-taxi sales of the above, BMWs and to a lesser extent, Citroen DSs were generally to the wealthy “intelectual” type. English cars were popular for a while (remember, Israel was governed by the British for a long time before statehood) but faded from the scene as soon as people realized you could get better quality from European cars first and Japanese ones later. I suppose Brice will raise the spirit of the Vauxhall Cresta to back up his claim but that was paradoxically the most American British car, if you see what I mean…
Picking up on the modeling comments from four years ago, I actually preferred the Revell kits over AMT. Not sure why at this point (~40 years later!). My three brothers and I were avid modelers, and Dad gave us a storage room in the basement to use as our modeling room. We counted over 300 at one point, most of which were subjected to fireworks or .22 / shotgun target practise when we were older. I have a few boxes of my best models up in the attic waiting to go on display in my ‘computer room’ once I finish remuddling our old farmhouse.
OMG, Ed is that Jonathan Taylor Thomas from Home Improvement, doing those models? Was he your neighbor?
That must’ve been around 92… when he was younger and didn’t he do the voice of Simba on the Lion King?
Nice find.
Nope, that’s me, circa 1973 or so…
I also was a model car builder growing up.
For me AMT was the go to supplier for automobiles , with Revell brand being purchased for the occasional tank or WW2 airplane that I would build.
At age of 8 I remember being proud of my first glue together model .
An AMT Mercury Comet of 1964-5 vintage.
It didn’t turn out too bad either, until I accidentally spilled glue on the roof of the car.
The crater the glue put in its roof definitely gave it a customized look….
I have whined about my dad’s ’61 MB 190Db, but this reminds me that it had superbly comfortable seats, somehow both supportive and cushy, and that it did have a really good suspension that was both agile and, well, cushy. Doesn’t quite negate the effect of only 55 horsepower, though, achieved through an incredible diesel clatter.
I find it curious that David In Tucson and Paul Niedermeyer seem to think the Mercedes ride quality is good while Buick430 seems to feel otherwise.
I think however that there is a point here that should be made. Americans were discovering European cars and finding them good. Imports were making significant inroads and the big three really could do little about it. GM could (and did) import Opels, but Opels only went so far as an alternative.
In the Old World, Mercedes-Benz -certainly their top models- have always been renowned for their comfort. Comfort as in: an appropriate suspension, an automatic transmission, good and big seats, a roomy interior and a good sound insulation.
But not only that. Apart from offering a comfortable ride it was also perfectly capable of driving high speeds (130 km/h and faster) for a prolonged time without the driver, or passengers, getting white knuckles and a sweaty forehead.
That’s still not all. For a very long time, many decades in a row, Mercedes built -by far- the very best European car. Build quality, durability, rust proofing, fit and finish, choice of materials. They beat the rest in Europe on all points.
Ride quality can be defined in several ways. American cars generally had a soft ride, which was nice on smooth and straight roads. But they were invariably under-damped, which meant that if things got choppy, their ride quality often deteriorated.
A Mercedes would typically not feel quite as soft or plush in slower driving, as they were designed to handle 100+ mph autobahn speeds securely. They were much better when things got rough, curvy or fast, under which conditions American cars typically started losing their composure.
It’s really an apples to oranges comparison. For most Americans, an American car was reasonably adequate, ride-wise. But for those that pushed their cars faster, in the 60s a Benz or such was decidedly superior.
In the mid 70s, the handling packages offered on many American cars, especially the GM cars, were a big improvement. But it’s difficult to make a 4000 lb car dance well, with the technology of the times. Today, it’s a whole different ball game.
To respond to both of you (PN and JD):
I do have some experience with cars from the 60’s, and I did drive my Grandmother’s 1950 Buick for a number of years to school. Then a 63 Impala 327 V8 for a few years before acquiring my own cars at the end of the 60’s. I did ride in a Mercedes in the mid 60’s a few times for a short distance. Otherwise I have no experience with European cars. I have owned mostly Buicks but the last few cars have been Cadillacs.
I am aware that American cars were cushy riding and handling was not a top consideration. While there were options for ride and handling, most dealers would not order this. I did understand that Mercedes was the best engineered car in the 60’s and probably the 70’s. I also knew that they were quite expensive.
Seat design goes a long way to making a car comfortable on long trips and American cars did not have great designs, although luxury cars were somewhat better I think than the low end cars. GM’s seats seemed to improve in the 90’s I think, although the 80’s were not all bad either. The 1950 Buick’s seats were probably more comfortable than the cars from the 60’s.
Like Johannes Dutch says, MB was way better than any other European car at the time.
The MB ride quality was not bad at all, but if you take a 76 Lincoln and compare it with a 76 MB S-class, you would find the Lincoln absorbing a lot more of the bumps, you are a lot more isolated on bad roads, it’s way more quiet inside, and equipment is way better. Then it’s the quality. The MB is good, but so is the Lincoln. The quality of the drivetrain in the Lincoln is probably better with the 460, C6 and 9 inch rear end. The MB is way better on fit and finish, the steering is better and so is the handling and brakes.
In the 60s the MB still was a box of a car by american standards. Yes, they were made good, but to chosse a MB over a Cadillac og Lincoln in the sixties, ment less power, more noise, no climatecontroll, no cruisecontrol, no power seats, at a higher cost. The fit and finish of the MB was good, but with the smaller engines the revs god very high at highwaycruising and the noiselevel of this cars are not on par with even a Chevrolet Impala from the same era.
MB didn’t have the resources after WW2 to build cars like the american. They had to consentrate and priority som things, like reliability, fit and finish, before automatic cliamte controls, tons of sound deadning and, in Europe, considereing that the fuelprices and economy was not the best after WW2. When the 60s. got on and into the 70s the story was something else in Europe, the economy got better and better after WW2. MB bought AC-compressors from frigidaire, they bought climatecontrolls from Chrysler corp., they bought other luxury items from the american. BMW’s bought their automatic transmission from Hydramtic even into the 90s, so did the Rolls Royce.
You american tend to be way harsh against you own car industri. And you can’t compare a Ford Mustang to a MB, just because the equipmentlevel and engines compare. In fact the american car industry during the 50s and 60s was usually was better than any other part of the world in terms of reliability, comfort, safety, ride, quietness and equipemt, and interior space. MB may be the exeption (and I come from a MB-family) in some of the terms, and in the 70s The MB got really good. Our family still have an 76 S-class bought new. It’s really a nice car, but so is a 67 Buick Riviera too. The MB has power steering, automatic transmission and a straight six. 280S, don’t know if that engine was sold in the US?
I think one has to make two points when comparing the two different schools of automotive engineering: (i) until the early 70s, I believe US-made cars had a slight edge in so far as the large car segment was concerned with. US manufacturers offered as standard things which would have been options on even luxury cars in Europe (I still remember the factory air in my Uncle’s 66 Skylark. In Israel, If you wanted to have the same in a MB, Jaguar, large Vauxhall or an Opel, you went to someone who desgned and installed aftermarket units). MBs were good reliability-wise but when something went wrong, it cost an arm and a leg to repair, and you had to go to a specialist – not the case with a US-made vehicle. (ii) European cars were sold as a more-or-less complete package. You generally could not tailor the car to your needs. A MB 220 always had the same suspension package. Yes, there were specials but you needed to know someone like Rudolf Uhlenhaut at MB or Lofty England at Jaguar to get you those fitted. A US-made vehicle could be custom tailored to one’s wishes, assuming he was familiar with the options and insisted on the dealer ordering those. I would argue that any American car fitted with the right suspension/brake bits would have not been a wallowing monster and could have done 90% of what big MBs and Jags did. Most US buyers were of course not interested but the options were there, and they were ordered. My dream car would be just such a thing… With regards to fuel economy, well first it was not a factor in the 50s and the 60s but believe me, a Mercedes 300S can be as thirsty as a 389 Pontiac in the real world…
…Oh: as for handling qualities, never forget how nasty those MB and Porsche Schwingachsen could be on the limit. “My” American car with the optional heavy duty suspension might have been cruder but when warning came, it was in good time, not all of a sudden. In case anyone asks: yes, I did own a Fintail in my misspent youth, so I have some experience with those models (which I do like)…
That Porsche 356 model has only really grown on me in the last ten years along with the little finback Benzes. Yes most European makes had more elaborate engineering behind them but they were much more expensive and exclusive. Car ownership in the US has always been a more democratic experience and American cars were available starting at a lower price point. The emphasis was on simlicity, size, ruggedness and reliability. The general template of the US car, front engine 6 or 8 cylinder tractable tune, teamed up with a two or three speed trannny, rear drive, solid axle was dressed up and down the pricescale. These cars were solid designs but the existence of the more highly engineered European makes added an interesting contrast to the automotive enviroment.
Nice story. Several familiar references there, not all usually seen in one article. Lived in Iowa many years growing up. And Kresge’s, the long forgotten parent of Kmart. First job was at a Kresge’s in Cedar Rapids. And before working there, I bought many, many models at that store. As best I can recall, I would be in the Revell camp. And the cars. A little different here. My dad had a series of generally well used British sports cars (Austin Healey, Triumph, Jaguar), and my first car was an MG Midget (British racing green, trimmed in Iowa rust). Spent hours working on them all. Fun stuff.
A wonderful memoir.
“If it weren’t for her mustache, I would have prayed for a kidnapping.”
That line made me laugh out loud.
I seem to remember the Revells as being more detailed. That 356 is a real beauty and despite its Lucasian foibles the XKE is just sublime. High maintenance but boy is she pretty! Just out of curiosity, what would each of these cars (Ford & Benz) have sold for new (as equipped). The Benz had to be significantly more expensive, no?
Wonderfully written, Paul. Your XKE description drips with tasty confections.
Paul: Both I and my brother bought MANY models at Kresge’s! Of course, back then they were a lot cheaper than today! I can even remember them having a 2/$5 sale! I STILL retain some of them, stored in my garage attic, where they have undoubtedly melted due to the heat!! Thanks for the “refurbished” memories!! 🙂
I don’t know when you were buying those models at Kresge’s, but $2.50 in 1965 would be $18.81 in 2015. $2.50 in 1975, $11.26.
He didn’t say he bought them in 1965, did he? And some of the bigger more complex models did cost well over a dollar. I seem to remember my brother’s XKE being $1.50 or more. It was very detailed.
Also, I preferred and ONLY bought AMT and Jo-Han models, due to their superior quality; Jo-Han was the best for details! 🙂
Speaking about car models, does anybody remember the Palmer model kits? Definately not in the same class as AMT, JoHan, Revell, or MPC.
Agree.AMT and JoHan were the best, but I give Jo Han the edge. Their detail was excellent, and they generally did interesting subjects. Just look at the prices they bring on E Bay and other sites. The worst-and I`m amazed that nobody mentioned it-has to be Palmer. Smaller scale, out of proportion multiple piece bodies, no window “glass” in pre `66 kits,no motor detail, and the same standard chrome “customizing” parts tree for every model. They are valuable today. Check E Bay,
Great story that I somehow missed the first time.
I was another who preferred the AMT kits over the others, although the JoHan kits weren’t bad. $2.25 at Haag Drugs. Always assembled as purely stock. I still have some of my later ones tucked away downstairs.
Paul ;
You did it right : you _assimilated_and succeeded .
Those who refuse or fail to assimilate , perish .
No need to forget where you came from nor the mother Tongue , just get with the program , that’s what makes America great : IMMIGRANTS .
That Heckflosse is nice ! .
Opps , gotta run , brekkie with my Grand Daughter ! .
-Nate
+1000
Exactly, Nate…
Comment of the day
What does the green shaded area on the Porsche tachometer between 3000 and 5000 rpm indicate?
“Ludicrous Speed”
The helmet is dark with this one.
Another model builder here. Unlike many of you, I’ve kept at it, and improved out of sight over the last fifty-something years. In fact, I’ve just put in a few hours painting some ’71 Chargers this afternoon.
AMT were good in the early to mid-sixties, but after that MPC’s annual kits were better. A lot of the classic AMT kits have been reissued many times since – just don’t expect the to still cost $2.50! Johan were excellent but harder to find, Monogram were mostly great but their subjects were often a bit weird for me, Revell parts were often fiddly and didn’t fit right. But if I just had to build a particular car, I didn’t care who made the kit – so long as it wasn’t Palmer!
I still have all my model-building kit (complete with dried out tubes of glue!), and have maybe a half-dozen unbuilt kits in a box (I kept buying long after I had time to build). At this point, I’m hoping to build them with my grandchildren in about 15 years. (c:
A bit unfair to show photos of a perfect MB 220 and a totally clapped out Fairlane. Of course, the MB cost twice what the Ford did. And the AC on the Fairlane would have worked, and without the engine ever overheating. In comparable luxury level cars, the front seats of the 40+ year old 1962 Lincoln I had were as comfortable as those in any car I’ve ever owned. The backs of the front seat were even curved plus a center armrest, because Lincoln was the, uh, sporty cool one.
Don’t take it so literally. These are the rantings of a ten year old. I’m a bit surprised so many readers don’t pick up on the fact that I’m recalling my thoughts and memories of the time these events happened.
My POV and knowledge-base has evolved some since then. At least I’d like to think so.
If this works, here’s my younger daughter and I examining a fintail while on a walk around our neighbourhood.
Ca. 1957 Popular Science had an article on Mercedes. At some point they got into a discussion of specific power of the Mercedes gas engines. (Of course, specific power of the diesel was much lower!) They went on to say, “[American automakers] don’t make anything that holds a candle to the 300SL.”
I’m a few years older than Paul, and to my grade-school mind, higher specific power just intiutively seemed virtuous. It didn’t occur to me that the 300SL might not be the thing for grocery runs and stop-and-go traffic.