The normal front and back movement didn’t work at all.  The height adjustment lever on the side of the seat worked, but it only did so much.  I still could hardly drive the car in that position.  Not much good owning a car if you can’t sit in it or drive it.

Even with somebody else pulling from the rear, the seat wasn’t going to move.  There isn’t a lot of room but I was able to see how the mechanism worked.   The tracks on both sides have teeth and the seat can only move when the fingers retract.  The lever is on the inner side of the seat.   It directly pushes on the mechanism on that side to move the fingers.   It is then connected to a bar further back which rotates and moves a lever on the other side that moves the fingers there.  I could see how it worked, and the fingers were moving, but it didn’t seem like enough.  It seemed to be worse on the inner side, which was odd since that side is actuated directly by the lever.

Comparing to the passengers seat, that mechanism seemed to move more.  I tried to use various screwdrivers and pry tools to make the fingers move more.  I was able to get them move more, but the seat didn’t want to budge. Since the seat wouldn’t move, I couldn’t take it out either.

I posted about my problem on the W124 facebook group.  I had a few useful replies, but more helpfully a friend from the Mercedes club saw my post and called me offering to help.  That was very much appreciated and so today I went over to him to look at the car.   He also had a spare W124 seat on the bench that we could compare to.

We spent quite a lot of time trying to make the seat move, using the other seat to compare to.   Given our lack of success, it became apparent that the seat was going to have to come out.  Since it was already quite far forward, we could get the rear bolts out pretty easily.   It took quite a lot of effort to finally get the seat to move back so we could remove the front bolts.

Once the seat was out, it was immediately apparent why it was jammed.  The metal had broken at the end of lever right near the pivot point.  That meant when you pull the lever, instead of pivoting, it was just moving away from the seat mechanism. That meant the fingers could never move enough.

Luckily, my friend was able to weld it up for me.    As soon as it was welded, immediately the mechanism was working as it should have been.  While the seat was out, we also lubricated the tracks.  With the mechanism welded, and the tracks lubricated, the seat moved really well.

Getting the seat back in was pretty straightforward, although we found it was much easier to start with the rear bolts.   With the track working and lubricated, it was quite easy to get the seat back in.   It was great to have some help for this.  I never would have been able to repair it on my own.

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The next step was to run a coolant pressure test, so I bought a cheap kit from Temu and ran it.  It was pretty easy to get coolant to leak, from that same location.   Looking from under the car, it looked it was running down the side of the engine block.   I wasn’t sure the exact location – perhaps a core plug or something like that?

I took the car into my mechanic for him to look further and he came back that the leak was from the intake manifold.  The coolant would leak out in the valley of the V8 and then pool in there, and then slowly run down the side of the engine block.

I didn’t want to drive the car much like that.  Overheating an alloy engine is a good way of destroying it.  While the leak wasn’t huge, it could get worse.   So late last year, I parked the car up and started to order the parts.

While the leak was coming from the main gaskets between the intake manifold and the heads, there are a lot of other parts that should be replaced at the same time. Consulting the EPC, I came up with the following list:

• 117 141 2480 – Left Side Intake Gasket – Genuine NLA, Victor Reinz
• 117 141 2580 – Right Side Intake Gasket – as above
• 117 140 0265 x8 – Rubber sealing rings, Genuine
• 126 430 2029 – Rubber vacuum line – I couldn’t find this in the end
• 116 090 0882 – Idle Air hose – Genuine
• 116 997 1286 x4 – Plug for air distribution hose, MTC
• 102 094 0212 – Cap for air hose – Genuine
• 117 990 1278 – Air line
• 116 094 2582 x2 – Air distribution hose – Genuine
• 000 000 001448 x2 – Bolt
• 000 912 008066 x3 – Bolt
• 000 912 008063 x10 – Bolt
• 000 912 008060 x4 – Bolt – couldn’t locate this one
• 117 094 0982 – Hose
• 116 140 0618 – Air flow boot, genuine

Not that is is my list, I would not take this as the definitive guide.

My mechanic suggested that it was better to get new bolts, if I could. I was able to get most of them.  I wasn’t sure if he would need the air flow boot, but I got one because they are still available new.  It seemed like a good thing to have on hand even if he didn’t need it.

It was a while before we could get the car scheduled, so I hardly drove it while I waited to the job, just the odd short trip to keep things going.

I bought the car from the original owner, and he didn’t think the heads had ever been off.  This seemed to be the case looking at how the intake manifold came off.  Not bad after almost 350,000km.   In my case, the reason we did the job was coolant, but this job is commonly also done due to vacuum leaks due to the rubber sealing rings.

There were no real issues with the job, and it was clear where the coolant had been leaking from the old gaskets.

The car is now back and driving very well again. Its possible there were minor vacuum leaks from the old parts, although I wasn’t aware of any.

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Given the earlier roofs are far more reliable, I’m not sure the tilting feature is really worth the effort.   The broken arms got all jammed up in the mechanism, and since the roof lining was already out for the roof racks, it was easier to drop the whole sunroof cassette.

Unlike on the W126, the genuine lifting arms were still available for the W124.  However, to get both sides would cost over USD$600, before GST and delivery.  While I prefer to use genuine parts where I can, I couldn’t justify it.  There are quite a few aftermarket options, of varying quality.  The ones from China were much cheaper, but I’ve not heard good things about them.  In the end I went with an AIN kit, that looks like it came from Turkey.  It cost about USD$200 including delivery and GST.

When it arrived it looked quite good quality and was made from metal.  Comparing it against the old one it seemed to fit quite well.   This didn’t solve the complete problem.  Even with the new lifting arms, the sunroof was still binding. In the end, the issue turned out to be a broken rivet in the rails.  This was causing one of the rails to sit a few mm higher than it should.  Its probably why the original lifting arms broke.

The final part was the bracket that holds the sunroof cable to the sunroof had broken.  This is part 126 782 01 40 and is still available new.  It was USD$16 before shipping and GST.   I was also missing a rubber insert for the bumper on the left side – part number 124 885 05 23 which was also $16.  I was lucky to be missing that side, as the right hand side seems to be NLA, although aftermarket parts seem to be available, but more expensive.

Those were the last parts required and from there it was re-assembly.  The repairer made sure to use lots of sealant for the rear windows so water couldn’t get in under the new seals. I’ve now collected the car and it looks great, better than ever.

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In 2022 they had a car representing every year from 1950 to 2022.  In 2024 they did generations of the S-Class. They also did an AMG display one year, but I wasn’t able to make it.  This year the theme was 50 years of the W123.  Given the theme, I took my 1981 240D.   This is the second trip my 240D has made to Canberra this year, as I also attended the 50 years of the W123 event in January.

I’ve always enjoyed this event, there are normally a good variety of cars.  The last few times i’ve been it was held at Queanbeyan showground.  However, from what I hear, Queanbeyan council are not as friendly to car clubs as they once were, so its was moved to Canberra.   The new location is Thoroughbred Park, which is a horseracing track in Lyneham.

I had refuelled my 240D at $1.879 on the days the pointless war in the middle east started.  My goal was to get there and back on one tank and have fuel to spare since diesel is almost at $3 per litre.   I left Saturday afternoon and ending up driving through quite a big hail storm near Marulan.  There was so much hail on the grass beside the highway it looked like it had been snowing.   The W123 is made of thick steel, so I didn’t encounter any damage.

The Wheels event was held in the customer parking area and some parks nearby, not on the actual track.  Lyneham is a central location, and easier than Queanbeyan showground, but there is far less room.   In previous events the ACT club has been able to spread out and make a really good display.   This year the space allocated was quite small and the cars were all jammed in.

Nevertheless the club attempted to show off the W123s by having a ‘fan out’ display in the middle of the allocated area.  It worked reasonably well, but would have ben better with more space.  There were quite a few cars that had to park outside the main area.  The issue seemed more allocation than lack of space in general, as there was a big paddock behind the military vehicles that was mostly empty.

As with the W123 event, I was parked next to the 300D in 476 Goldbraun.  Such a great colour and a car that has been in the owners family since 1981.   There was a good selection of nine W123s including a coupe, a wagon, and all the popular models (280E, 230E, 300D etc).

In addition to the W123s the ACT club also had a nice selection of other cars, starting with a pair of nice roundies, a lovely red finnie, a beautiful W111 3.5 coupe, a W109 a couple of W116s, W126s W124s etc.  It was a pretty good selection of all the major models of Mercedes-Benz.

As for the other marques, space seemed to be a bit of a challenge for the too.  The BMW display only had a couple of classics.  The new ones are all nostrils and a bit hard on the eye.  Getting past those, there were some really nice and interesting cars on display.  This included a huge American convertible with a folding metal roof.  the rear of the car was very long to allow it to be stowed away.  There were interesting curiosities like a Stanley steamer, a couple of Bristols and a pair of landcrab utes.   The Jaguar section was quite good.  There was a lovely Series 1 XJ6 with a manual transmission and a red interior.  While white isn’t my favorite colour, a red interior and a manual transmission makes it very tempting.  The red XJC was also very nice.

They didn’t just have regular cars, there were also military vehicles and micro cars.   The Microcars were quite good.

The ACT club had a catered lunch which was a nice touch.  The food at these sort of events is normally pretty bad and overpriced.  Sandwiches and fruit from the club was a far better option.

The drive back was pretty uneventful.  I arrived back late afternoon after covering 610km with abut a quarter of a tank left.  I’m still undecided if I should refuel the 240D now, or park it for a few weeks to see what happens.  Most of my other cars are full and I don’t really fancy $3 diesel.

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Once all the rust was repaired, the next step was obviously paint. Since the whole car was not being resprayed, just the rear quarters and roof the colour had to be blended in. The goal wasn’t to get my car perfect, but to fix any rust and get it looking really good without the expense of a full respray.

While most of the work is in the preparation, it’s when the colour goes on that the car is really transformed. Seeing how much better it was looking when I visited made a big difference.

The car looks really sleek without the roof racks and rubbing strips on the roof.  However, I do plan to put it back to the stock look.

The bumper was painted separately and will go on later.  One of the things that attracted me to this car at the time of purchase was the colour – 888 Beryll.  Its a great colour and looks so much better without the badly faded roof.   By 1990 it was getting rarer for a Mercedes-Benz to be sold in an interesting colour.

I was also impressed with the red XJC parked under the hoist next to my 300TE.  I’m a big fan of the XJC, and red is a great colour for one.

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While I was aware of the rust traps in the S124 rear window design, I wasn’t prepared for how bad the rust would be would be without any real external evidence.  I’m really glad I did this repair now, as while it was bad, it was still very much repairable.

Both sides were pretty bad with one slightly worse.   The challenge is that if any water gets under the seal, there is nowhere for it to go.   It sits and rusts away the metal under the seal.  The low point seems to be at the front of the aperture, although there was some rusting at the rear.

Fixing the rust was going to be more effort than I had planned, but at l was getting it repaired all at once.  It would have been quite a shame to fix one side only.

Preparing the roof for paint was more effort than I had hoped.  The strips on the roof are just attached with adhesive.  But the actual roof racks require the headlining to come down.  Seeing the strips off the roof showed how badly the paint had faded from original, the main reason why I was having the roof repainted.

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The most obvious part was the rear bumper.  Mine was cracked in a few places.  My repairer said worst case it could probably be repaired, but we would get a much better result with a good second hand bumper.  The wagon bumper is different to the sedan.  They are now no longer available new and not easy to find second hand.

After a few calls, I found a friend in Melbourne had one.  It was in good shape, but missing the impact strip.  This wasn’t a big deal for me, as the insert (called the rail, rear bumper in the EPC) is still available new from Mercedes-Benz (124 885 07 21) and cost USD$200.   The cover from my existing bumper was good enough to repaired.

I also needed a few more parts.  The right hand side rear quarter needed to be repainted.  Therefore, I needed the seal for the rear fixed window to the cargo area.  This was still available new (124 670 20 39) and cost USD$160.  This is a very complicated seal which also holds a metal strip in place.  The aftermarket seals don’t have the best reputation so I was very happy to be able to get it new.

Since I needed to have the rear quarter repainted as part of the repair, I also opted to pay my repairer extra to paint the roof and the left quarter.  I therefore also purchased the left window seal (124 670 19 39) out of my own pocket.  Interestingly it was no longer available new, but I managed to get a new one from one of those Benz parts sellers from Latvia.   Due to this, It cost about USD$250.

I would encourage anyone who has a 124 wagon who has never removed the rear windows to get a set of those genuine seals while they are still available.  The biggest design flaw in the 124 wagon is the rust traps behind the seals of these windows.

In addition, there was a small crack on one of my taillights.  The wagon tail lights are also no longer available,  but I managed to find a second hand unit for the right hand side.   My left hand unit wasn’t that great, so I also purchased on myself for the left so they would match.   The new old stock seal was more expensive than the actual light!

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I think the club made a good choice to hold the rally outside Sydney.  Sydney is no place for a car event   Terrible traffic, expensive parking etc.   A regional centre is a much better choice.

I didn’t do the whole rally but when the club announced they would offer day passes, I decided to go up for the Saturday.   The events on that day were much more in line with my interests than some of the other days.   The programme was to a convoy lap around Mt Panorama, led by former racing driver Colin Bond.   Then a show and shine at pit lane, followed by a tour of the Bathurst racing museum.

I decided it would be a perfect day to take my 250SE Cabriolet and two of my kids wanted to join me.   We left early, departing home at twenty to six, as the start of the guided lap was 9:30.  It was absolutely perfect weather for a convertible after weeks of hot and muggy weather in Sydney.

Complicating things were the surge in petrol prices due to yet another pointless middle east war, plus the structural failure of the convict built Victoria Pass, the main road over the blue mountains from Sydney.   I would have normally taken bells line of road anyway, as I detest the great western highway.  However the media were predicting it to be a parking lot.   Turns out it was totally overblown and the traffic was even less than normal.   We used the extra 20 minutes for a pitstop at McDonalds Lithgow.

Coming out of Lithgow, all of sudden i heard something, like there was something on the road that had hit the underside of the car.   I figured perhaps a stone or something like that.  Nothing else seemed to be amiss.  However, going around the next corner i realized I no longer had power steering.  Water temperature and the charge light were both fine, so it looked like I had lost my power steering belt.

Since there wasn’t much I could do by the side of the road, I proceeded to Bathurst.  The car was perfectly drivable, but with increased steering effort.   Lower speed and tighter turns were obviously a lot more effort.

We arrived at the Rally at 9:35AM, perfect timing as the convoy was just assembling for the lap of the track.  We joined up the rear behind a 420SE.   It was quite a cool sight driving behind over 100 Mercedes-Benz around the track.  We ended up doing four laps as it took quite a while for the cars earlier in the convoy to get into pit lane and parked.   The extra laps certainly gave my arms a good workout.

I was surprised how many of the cars were moderns, I had assumed more classics would attend.   I’m not sure if it was due to the fuel prices, or that is what people planned all along.  Certainly I am sure that some people dropped out altogether and I’m sure more would have come up from Sydney from the day too.  Having said that, while the prices are very high, they are not substantially higher than they have been over the last couple of years.  I filled the 250SE up at 2.539 per liter, and looking at my fuel log, it was only 10c less than this at the start of Russia’s invasion of Ukraine.

As well as all the moderns, there were some nice classics on display from interstate.  My favorite was a Horizon Blue 280SE W116 from Queensland.  Apparently it had been in long term family ownership and it’s a real credit to the family for keeping it in such nice original condition.     Not too many older cars, although a couple of roundies had come in from interstate which was awesome.

There were some new MBs on display.  Chief among them was a massive Maybach SUV.   I don’t see the appeal at all.  To my eyes, it was tacky and overdone and more of a conveyance for footballers and rappers to be seen in than anything else.  I would have the blue 280SE any day of the week.

It was also good to catch up with a few interstate members that I know at this event.

Lunch was at a food truck near the event which was overpriced and had a massive wait. The quality wasn’t worth the wait either. I would have thought the day pass should have included lunch, as it wasn’t cheap.

After lunch we went to the museum which is quite good.  I covered this more extensively for Youngtimer Sacco day 2024.  The tour back then was more comprehensive, at the Rally it was more of an introduction to the museum.   There are some very interesting cars there and its well worth a visit.

We left at roughly 3:30PM.   As with our arrival, the traffic from Lithgow to Darling Causeway was less than normal, so we made good time, finding more traffic through Dural and Pennant Hills than the area with road closures.  Taking the W111 through these roads sans power steering certainly gave my arms a good workout.   We arrived home at around 7PM after covering 472km for the day.

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When I visited last year, the special exhibit was for the cars of Maserati.  I really enjoyed that exhibit, as it showcased many cars that I’ve not seen in Australia.  It is easy to forget how special some of the cars were, before they moved to making unreliable SUVs for people with more money than sense.

I was back in Belgium again for work and I had a free Sunday morning.   The exhibit running at the moment is ‘Mercedes – The story of the star’.  Naturally, I had to go and see it.

I was pretty impressed.  Not only were there nice examples of all the usual models, there were also a few special cars from the Mercedes-Benz museum, as well as cars from the King of Belgium.   The first thing you see when you arrive is a W111 230S universal parked at the front entrance to the museum.

There were three parts to the exhibit.  the first was on the left when you walk into the museum.  In that section, there are some eye-catching cars.  Of course a silver 300SL Gullwing with a red interior is the first car you see.  it is probably what most people think of when they think Mercedes-Benz.  I had a poster of a car in this configuration as a child.  It was quite a nice example.

In that same section was a 540K roadster, which is another really iconic car.  Perhaps not as iconic as a 500K, but almost.   Next to the 500K was a 220Sb W111.  An excellent car and the first one that would be in reach of most enthusiasts.   Next to the 220Sb, was an unusual choice, an O319 minibus.  People forget that trucks and buses have always been an important part of the Mercedes-Benz brand and the minibus had a lot of 50s charm.

While the minibus may have ferried regular people, it was parked next to a 600 pullman, on loan from the King of Belgium.  It was the four door pullman, which is the one I would have and is still in very good condition.  It is apparently known as King Baudouin, who was the uncle of the current King and King when it was purchased.  I guess he must have liked it.

past that there was a 220SEb coupe and a 560SEC.   This is a great pair of cars, and almost identical to the pair I owned in Detroit – except I had a 250SE.  My 250SE wasn’t nearly as nice as the museum car though.   There was also a 190E-16 2.5 Cosworth, and then a replica AMG 300SEL 6.3 red pig.   I know everyone loves a red pig replica, but I would have preferred to see a stock 300SEL 6.3.

There were some more modern cars and then upstairs was the rest of the exhibit.

Along one whole side was an evolution of the S class and the SL, which was visually quite nice.   In the first row, there was a 220S Roundie, 300SE W112, 280SEL 3.5 W108, 350SE W116 manual, a 560SEC and a W140 AMG.   It was quite nice to see them all lined up like that.

The Roundie and the W112 were both driver quality cars, and their condition probably wasn’t in keeping with the rest of the museum.   The Roundie was in many shades of green, and the paint job on the W112 was quite poor.   However, it was good they were there as they completed the set.

The next few cars were a different matter.  The 280SEL 3.5 was in much nicer shape and the velour interior was immaculate.  In Australia it is highly unusual to see a W108 in veolour, and the velours are in a different pattern to the W109, which is more commonly seen with velours.

Next was a 1977 350SE manual.  This car had very low kilometers and was in almost immaculate condition.   Typical for a 350SE in Europe, it was not fitted with air conditioning.  To my eyes it is odd seeing a W116 without A/C, even though some early cars were sold without it in Australia.

The 560SEC parked behind it was another car in great condition, in a superb colour with velours.  And the W140 started out life as a 5.0 liter car, before the previous King of Belgium had it changed to a 6.0 by AMG.

The SL line up was also good, although I found it odd they had the 190SL before the 300SL.   Then there was a lovely Pagoda, although it had my pet peeve of the horn pad in upholstery colour which I think looks terrible.  Behind the Pagoda was a manual 300SL R107 in an excellent colour.  After that there was an R129 and R230.

There were also a few other interesting sections.  Near the S class was the original diesel, the 260D, fittingly in a taxi setup.  This car was a hugely important car for Mercedes-Benz and set the scene for the highly popular midrange diesel saloons like the roundies, W110, W114, W123, W124 etc.  It was parked next to the 300 Adenauer, which was for transporting upper class people.

Behind this car as a 220S roundie cabriolet alongside a 170S cabriolet and a 170S saloon.   Behind them, almost tucked away as an afterthought was a W123 280E.   Since it is 50 years of the model, I would have expected a more prominent showing.   And there was no W114/W115.

There was a section that had a 190E, a W124 500E and then a W210 and W202.    Its a shame we never got the V8 W124 in Australia.

Beyond those were the two highlights of the exhibit for me.  They had a C111 (a rotary example) parked next to a red 300SL gullwing.  Seeing the two cars together was great.  It was also possible to get right up close to the C111.  While I had seen one in the museum in Stuttgart before, I wasn’t able to get as close.  You can see all the Mercedes parts bin stuff in the car, such as the bonnet release being the same was a W108, as well as many of the switches.

Past those cars, The 1928 630S was a car I had never seen before or even heard about.  It really looked like a car from the roaring 20s.

Finally they had some period rally cars a W201 and a 500SLC.   I thought the selections were pretty good.  The models I was surprised were not there was a W114/W115, a 770K, a W111 Cabriolet, W123 wagon and so on.

Regardless, Mercedes – The story of the star.   The rest of the museum was largely unchanged from my visit last year, so I didn’t repeat those photos.

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Considering the last minute change, the event went off without a hitch.  The change in venue ended up being to the advantage of one attendee, the Helios yellow 300D with black badging and door surrounds I had affectionately dubbed bumblebee arrived on the back of a tow truck.   Poor old bumblebee wasn’t starting, due to a blown glow plug fuse.

Turns out one of the glow plugs had shorted internally.  We were then treated to an impromptu demonstration of how to troubleshoot a glow plug issue in the older series glowplugs while eating rather excellent bacon and egg rolls. Since we were at MB Spares and Service, a replacement glow plug and fuse was on hand.  About 30 minutes later bumblebee roared into life again.

Bumblebee was the third car that suffered from an issue on the trip, which I think is testament to how W123 owners use their cars.  There was a Queensland car on the first day with a plugged fuel filter and apparently a local car suffered an engine issue, which is a shame.

The other interesting thing I saw was a Turbo wagon under construction.  On all the internet sites, the accepted wisdom is that the 617A does not fit in right hand drive vehicles due to clearance issues with the steering box.   Having seen the turbo being test fitted with an NA engine, its clear that it does fit.  Perhaps not to the standards of Mercedes-Benz, but I think the real reason why there was no right hand drive turbodiesels is that Mercedes-Benz did not see the market for them.  The not fitting thing seems like a convenient excuse.

Its been well documented that Mercedes-Benz did not originally plan to make a right hand drive version of the W123 wagon.  It was only due to the fierce lobbying of the UK importer that they did.  I suspect there could have been right hand drive Turbodiesels had the same sort of case been made.  Even if a little engineering was required.

seeing the wagon under construction, it is easy to see how different the OM617A is to the NA engine.  It is fitted with a much higher capacity oil pump, complete with double row chain.  There is an oil squirter under each piston as well as a tube in the bottom of the piston for the oil squirter to cool the piston.   In addition, on this car, the crankshaft is being balanced for a manual transmission.

After the farewell breakfast, I went and checked out the Australian National Museum with my family before heading back to Sydney around 3PM.   It was a really hot day, but the 240D did very well in the heat. The AC keept me very cool.  The coolant temperature sat around 90c at most times, going up to 100 during long sustained hills.   The uprated condenser I installed seemed to have done wonders.

From leaving home Friday morning to returning Monday evening, I covered 1,022km in the 240D.  Probably because I left later, I didn’t see a single W123 on my drive home.

Reflecting back on the event, I think one of the key things that made it so good was its flexible nature.  There was something for everyone.  Tt was perfectly fine for attendees to pick and choose the parts of the event that suited them.   Some like me wanted to do the whole thing.  Others just the show and shine, or something in the middle of those extremes.

Canberra is a very good central location for such events. It was also great to see how well all the interstate clubs embraced it.

I also think having no registration cost was great.  Its much better for each activity to be user pays, or in the case of the dinner room booking, sponsored.  I was very happy to be part of this event.  I am looking forward to mounting my grille badge on the 240D.  It seems unlikely that 80+ W123s will ever be assembled again in Australia.

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