1928 Mercedes Benz SSK Mille Miglia Burago 1:24

The Mercedes-Benz SSK (W06) is a roadster built by German automobile manufacturer Mercedes-Benz between 1928 and 1932. The name is an abbreviation of Super Sport Kurz, German for "Super Sport Short", as it was a short wheelbase development of the Mercedes-Benz Modell S. The SSK's extreme performance and numerous competitive successes made it one of the most highly regarded sports cars of its era.

The SSK was the last car designed for Mercedes-Benz by Ferdinand Porsche before he left to found his own company. The SSK is an evolution of the 1927 Modell S (S for Sport) which was based on the Modell K (K for "Kurzer Radstand" which means short wheelbase) variant of the Mercedes-Benz Typ 630. The SSK chassis was 19 inches (480 mm) shorter than the Modell S to make the car even lighter and more agile for racing, especially short races and hillclimbs.

Fitted with a supercharged single overhead camshaft 7-litre straight-6 engine producing 200–300 metric horsepower (150–220 kW) and over 500 lb⋅ft (680 N⋅m) of torque (depending on the state of tune), the SSK had a top speed of up to 120 miles per hour (190 km/h), making it the fastest car of its day. The supercharger on the SSK's engine was operated by a clutch that was engaged by fully depressing the throttle pedal and then giving the pedal an extra push. Backing off the throttle pedal disengaged the supercharger clutch.

1928 Mercedes Benz SSK Burago Made In Italy Scala 1:24

 El Mercedes-Benz SSK es un roadster construido por el fabricante de automóviles alemán Mercedes-Benz entre 1928 y 1932. Su nombre es una abreviatura de "Super Sport Kurz" (que en alemán significa "Súper Deportivo Corto"), debido a que se trataba de un desarrollo con distancia entre ejes reducida de un modelo anterior, el Mercedes-Benz S. El SSK era un modelo de rendimiento extremo y obtuvo numerosos éxitos en competición, convirtiéndose en uno de los deportivos más prestigiosos de su época.

El SSK fue el último coche diseñado para Mercedes-Benz por el ingeniero Ferdinand Porsche antes de fundar su propia compañía.​ Estaba basado en un modelo anterior, el Mercedes-Benz S, pero con el chasis acortado en 480 mm para aligerarlo y hacerlo más ágil y maniobrable, pensando especialmente en carreras cortas y en pruebas de montaña.

Propulsado por un motor de seis cilindros en línea, siete litros de cilindrada, árbol de levas en cabeza y sobrealimentado,​ disponía de una potencia de entre 200 y 300 caballos, y de un par motor de hasta 680 Nm (dependiendo de los ajustes adoptados). El SSK era capaz de superar los 190 km/h, convirtiéndolo en el coche más rápido de su época.​ La sobrealimentación del motor del SSK era accionada por una palanca que se pulsaba cuando se pisaba el pedal del acelerador a fondo, dando entonces un empuje extra al vehículo. Al soltarlo, se desconectaba el compresor.

1928 Stutz Black Hawk Boattail Speedster Danbury Mint 1:24

The Black Hawk was new Stutz chief Fred Moskovics’ counterpoint to the Bearcat, the muscular and raucous brute of a machine Harry Stutz introduced before the First World War. What was right then was wrong now, Moskovics was convinced. The American sporting driver of the twenties wanted sophistication in addition to speed. A veteran of Franklin and Marmon, Moskovics refined the Stutz into the Vertical Eight (s.o.h.c., dual ignition, nine main bearings) with Safety Chassis (under slung worm drive, hydraulic brakes).
At the New York National Auto Show in 1926, spectators bent over to see why the car was so low. Its pedigree dictated that this new Stutz be sent racing, and this was done in 1927 with the Black Hawk Speedster, set on the shorter of the Series BB chassis and a whopping 1,377 pounds less weighty than the Stutz sedan. Five victories in two weeks were the immediate result – and the AAA National Stock Championship.
Black Hawk victories during Daytona’s Speedweek the following January numbered three, among them a 106.25 mph run that made Stutz America’s fastest production car. Moskovics was unimpressed. Records should be made in races, he sniffed, peeved that the Contest Board was putting its imprimatur on private board track records made by Auburn.
Besides, Moskovics had a race of his own to occupy his time: the celebrated 24-hour contest that pitted the Black Hawk against Charles Weymann’s Hispano-Suiza, and which Stutz would lose. Nothing had ever broken on a Black Hawk in a race before. A valve keeper did that day; the valve dropped and broke the connecting rod. For Le Mans in June, however, that same Charles Weymann entered a Black Hawk to challenge the “Bentley boys,” who regarded that race as their private preserve. What a fight it was – the lone Stutz battled the three cars of the Bentley team with ferocity, dogged two of them into retirement, and finished second behind the third.
Two decades after it was built, the display car, driven by Dud C. Wilson, raced at Watkins Glen in 1948.