The C107 SLC replaced the superlative W111/W112 coupe and cabriolet range towards the end of 1971.   Unlike the previous practice, it was not based on the upcoming W116 S-Class.   Apparently, Mercedes-Benz were worried about US regulations effectively banning the SL in the United States.   The United States was already the primary market for the SL, so the SLC was developed as an alternative.   In the end they put it into production as well.    It has a very different character to the stately W111.   Being based on the SL, its far more sporty, and has long and low proportions.   It also has a much smaller cabin and the interior is not quite up to S-Class levels in some areas.   Its a 2+2 rather than a true four seater.

The C107 was replaced by the C126, which reverted back to having the S Class as the basis for the range topping coupe.    Yet while the car was back to being based on the S Class, it kept some of the styling cues such as the front grille based on the SL look.   It also had sportier seats than the saloon.    The look remained with the C140 replacement and continues to this day.   So while in some ways the C107 was the anomaly, it left a big imprint in the DNA of the model.    The photo below is particularly illustrative, showing a W111 Cabriolet, a C107 and a C126 all lined up together.

The thing all these cars had in common is how expensive they were when new.   Outside special editions like the M100 powered cars, they all sat at the top of the Mercedes-Benz range.   Starting to look at the C107 and C126 production figures, it’s astounding how many were made.   There were almost 63,000 SLCs over about 10 years and 74,000 SECs over about 11.   That must have generated an astounding amount of profit for Mercedes-Benz.   Both of these models were derivatives of another car and offered no unique running gear.

The SLC started in 1972 with the 350SLC.   The 450SLC would follow mid year, but was only available to the US market until early 1973.   The main reason was emissions.   The high revving M116 350 engine did not fare well under those regulations and the extra displacement was required to achieve acceptable performance.   A similar strategy had been used in the US versions of the W108 and W109 models.    The rest of the world version was not hampered by US regulations and offered excellent performance for the day.

This can be immediately seen in the C107 and C126 production figures.   The 350 sold very well in 1972 and 1973, but once the 450 came out, sales plummeted and edged into the 800s in good years.    Later, the 350 and 450 models were joined by the 280, added in 1974 to address soaring oil prices.   This car was a good seller in Europe, but was never offered in North America.    The effect of oil prices and the global economy is quite evident as 1974 was the lowest full year production and 1974 not much better.

By the late 70s this had all picked up and Mercedes would introduce the 450SLC 5.0.   This model was significant for a few reasons.   Mercedes had observed some early success in endurance rallying with private 450SLCs.   They were already working on an all-alloy version of their V8 engines for the upcoming W126 S-Class.  Leveraging that engine with its lighter weight weight and greater power, plus weight saving through an alloy bonnet and boot lid made for a far more competitive racer.     The 450SLC 5.0 was a homologation special – a minimum number of cars were required to show that it was a real production model.   It also gave useful real-world experience with the new alloy engines.

The 500SLC would continue this with the new 722.3 four speed transmission and a slight displacement reduction to come in under 5 liters.   The 5 liter cars were never available in emissions countries (e.g. USA, Australia etc) or as right hand drive models.    There were comparatively few sold.   Until about 15 years ago they were criminally cheap, I almost bought one for $3,000 in the USA in 2008 when I lived there.   In the end I bought a 250SE coupe for similar money.

To coincide with the launch of the W126 S Class, the 350 and 450 engines were phased out.   The 350 was replaced by the 380, which was now also the only model sold in the USA.   This was to be a short lived, transition model, as the C126 would come into serious production in late 1981.   In Australia, the big coupes went on hiatus with the withdrawal of the 450SLC and it would be until the 1982 model year they would return with the 380SEC.

The C126 models pushed prices and exclusivity up even more.   Not only were these cars even more expensive, but the six cylinder option was withdrawn.   Buyers had the option of the 380SEC or the 500SEC.   Like with the SLC, the small V8 wasn’t a great seller.   It was the only model offered in the United States for the 1982 and 1983 model years which skew the figures somewhat.   When Mercedes-Benz realized how much money they were losing to grey imports they made the 500SEC available for the 84 and 85 model years.   Sales of the 380 dropped right back and the 500 had a noticeable increase.   The USA 84 and 85 model year correspond to production from mid 83 to mid 85.  This is pretty apparent in the C107 and C126 production figures.

The W126 facelift in mid 1985 was extended to the SEC.   The 380SEC was replaced by the 420SEC, the 500SEC was upgraded and a new rage topping 560SEC was introduced.   I’ve covered the story of the 560 engine in this article.     Not only was the 560 the flagship, it was also the only one offered in the United States.    Sales were very good despite the eye watering prices.   In 1991, the 560SEC was over AUD$250,000 in Australia.    The 420SEC was never a good seller as compared to the 500 or 560.   This was the same story with the 420SL, yet the 420SEL was made available in emissions markets and sold strongly.     The M117 engine cars were always the best sellers, with almost 70% of SLCs and SECs so equipped.

It is also interesting to compare the sales numbers with the mid size coupes.   The big coupes were significantly more expensive than the mid size cars.   Prices varied, but taking 1982 as an example, a 280CE was AUD$44,500 and a 380SEC $77,500.   Yet, in most years less than 50% more mid size cars were sold.   This figures really highlight how little competition there was for Mercedes-Benz at the S-Class level in the 70s and 80s.    Rolls Royce was a big step up, BMW and Jaguar were a big step down and Lexus, Audi and others were not even playing in the market.

The C107 and C126 production figures also help illustrate that despite how good these cars are, the prices are still somewhat reasonable.   Certainly they have risen in the last 24 months in the frothy classic market, but even at current conditions they were not unreasonable for the qualities of the car.   And if they settle back a little as is probably likely, it makes them all the more affordable.

I’ve been lucky enough to own four of these cars over the years.   I probably have more miles behind the wheel of a C107 or C126 than any other car.    I now have one of each and can’t see myself letting either go.

The post C107 and C126 Production Figures appeared first on Classic Jalopy.

As part of the celebrations for the model, the Mercedes Benz Club decided to attempt driving 107 107’s across the Harbor Bridge.   According to club officials, the 107 is the most popular model in the club.   That meant we may be in with a shot!  It was still going to be a big ask.   There were less than 3,000 107 models ever sold in Australia, broken down as follows:

R107:

• 280SL (74-75): ?
• 350SL (72-75): 311
• 450SL (73-80): 395
• 380SL (81-85): 549
• 560SL (86-89): 255

C107:

• 280SLC (74-75): ?
• 350SLC (72-75): 273
• 450SLC (73-80): 793

I don’t have numbers for official 280 imports, but since they were offered for such a short time, It can’t be too many.   In those years there were three models offered simultaneously, which would have depressed numbers of individual models.

For the R107s, the 300SL, 420SL and 500SL were never sold in Australia.   The 500SL was a common import during the 81-85 years when the 380 was the largest variety on sale.   The 300SL and 420SL are rare, although there was a 300SL on the day.    For the C107s, the 380SLC and 450SLC 5.0/500SLC were never sold in Australia, with the 450 5.0/500 never manufactured in right hand drive at all.   The private import market was pretty good, so I would imagine another couple of hundred came in that way.

The 350 models have not survived in big numbers in Australia, but the rest of the cars were well represented on the day.

The drive started in a parking lot at a boat ramp near the airport.   That would give the convoy a straight shot with no traffic lights onto the eastern distributor and then the bridge itself.   Keeping a convoy of 107 107’s together was not going to be easy – especially on a busy road like the Harbour Bridge.  Even with tight spacing that is still a 1.6 kilometer convoy.    This proved to be the case as there was a constant stream of gormless SUVs pushing to the line.

The weather in Sydney has been terrible these last two weeks and I was wondering what the attendance was going to be like.   The 107 crowd is particularly sensitive to rain.  Not only are a good proportion of them convertibles, but they will rust away in front of your eyes.   The rain held off and we had a pretty good turn out.   I didn’t make a count at the start, but at the end we had 47 107s.

The ending point was a park in lane cove where we had a really good line up of the cars.   Coincidently, I ended up next to two other 906G Silver Grey 450SLCs.   There was a prize that went to the only 300SL in attendance.  A particularly nice car in UK spec with signal red paint and the cloth interior that was never offered in Australia.

This was the first event that I had my SLC after all the work I have done recently.   It drives much better with the new subframe mounts, the A/C no longer leaks all over the passengers floor and I’m really happy with the looks and driving feel of the 15″ Penta Wheels. I was still re-fitting the carpets and under dash panels at 10pm the night before.     I did find a new problem though, the spring in the handbrake is rattling in the drivers side rear.

We didn’t end up getting 107 107’s over the bridge, but it must have been quite a sight seeing such a big group of the cars driving along.  For starters, the 107 was available in colours, not just shades of grey like most modern cars.

Update:  One of our club members posted a video from an overpass as the cars passed.   I counted 47 cars over the bridge on that video too.    Not a bad effort.

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In compiling the table below, I have tried to research the various country specific variants.   It is possible I have missed a few.  Please indicate in the comments below if that is the case.

The SL and SLC of the year had the same mechanical specification (at least during the SLCs production run).   The only exception was the 450SLC 5.0 where there was no equivalent 450SL 5.0 until the facelift and the 500SL model.   

Many of the same aspects that were covered in the W126 table are applicable here.   As with the W126, the V8 models received the larger (1.3l) case.    Also, as with the W126 models, Mercedes-Benz went on a fuel efficiency drive during 1981 which is why the V8 cars got revised ratios.   The project was called the “Energy Program” and included other changes such as the revised Bore/Stroke of the 380 engine.

Early in the first generation production, the 450 models moved from a 3.07 ratio to 3.06.   This was achieved by changing from a 46:15 gear set to a 52:17 gear set.   This was more of a minor specification change than any real impact on the car.

From the long term ownership of a 450SLC, I think the chosen ratio works well for that car.   I’m not as sure of some of the other ratios.   My view is that some of the later ratios were too tall.   They probably worked a bit better for the home market on the Autobahn than in countries with lower speed limits.

The other factor to take into account is that this generation of Mercedes-Benz automatic transmission did not feature a lock-up torque converter.   This means there will be some level of slip and engine revs will be slightly higher than the theoretical number.

The post R/C107 Differential Ratios appeared first on Classic Jalopy.

Mercedes Benz have always provided a range of handsome coupes in their range, which are still even years later a practical classic car, and can easily be used a daily drivers.

This article is going to focus on the Mercedes-Benz classic coupes from the 60s, 70s and 80s, which are the most available for the collector and most practical.   The Mercedes range normally contained both a mid-size and full-size coupe, offering a lot of options for today’s buyers.  I am not including the range from the 50s which are rare and now very expensive, or the 90’s that are more modern used cars.

All prices mentioned in this article are for nice driver quality cars, not for show cars.  i.e. 7/10 examples.

Mid Size

W114 Coupe – 1968-1976

The cheapest way of getting the classic Mercedes look with the upright headlights and large radiator grille.   Some find the styling around the C pillar and large boot a bit ungainly.   Can be hard to find in good, rust-free condition.      A nice example can be purchased from between $5,000 to $12,000 in Australia depending on model and condition.  The pick of the bunch was the 280CE, the DOHC six, other models included the 250C, 250CE and 280C.    Some early cars may be manual, but most will be Automatic.    Few have air conditioning.  The pre-facelift cars are more desirable.

Update for May 2019:   Prices are probably between $8-$20,000 for a nice car.   

W123 Coupe – 1978–1985

Arguably the most handsome of the mid size range.   A practical everyday car, with good examples still available.  A nice example can be purchased from between $5,000 and $10,000 in Australia depending on model and condition.    The car above is a 280CE my brother used to own.    These cars have air conditioning, many have sunroofs and some have power windows.   Australian models have the ADR27A emissions controls, which makes them less powerful than the W114 even with the same engine.   In Australia, they are nearly all automatic.  The 280CE is most common, other models included the 230C, 230CE, 280C and the USA only 300CD and 300CD Turbo.

Update for May 2019:   Prices are probably between $8-$18,000 for a nice car.   

Full Size

W111 Coupe – 1961–1971

Summary:  The W111 provides everything you want in a classic Mercedes.   Elegant good looks, exceptional build quality, great engineering and technology and that classic Mercedes feel.

The W111 coupe was introduced in 1961 as the 220SE based on the successful ‘fintail’ sedan.  The styling however, was more elegant with the prominent fins of the sedan scaled back and rounded off to fit in much better with the lines of the car, the unpopular thermometer instrument cluster replaced with a similar setup to the 300SL, but with the gauges enclosed in a suburb wooden binnacle, at least up to 1967.     The W111 interior came fully equipped with leather and it was only available with fuel injected engines.

220SE – 1961 – 1965

The original model, many more found with manual transmissions as they can be a bit slow with the automatic.   Most models will not have air conditioning, and some have rare options like manual sunroofs and sports seats.   220SE’s start from around $10,000 and go up to around $35,000 for a excellent drivers car.

Update for May 2019:   Prices are probably between $20-50,000 for a nice car.   

250SE – 1965-1967

Very similar to the 220, but with the more powerful 250 engine and other useful upgrades from the W108 such as a larger fuel tank, better brakes.   More likely to have automatic transmissions and air conditioning, although power windows are still very rare, but available.    Prices from $15,000-$40,000.

Update for May 2019:   Prices are probably between $20-60,000 for a nice car.   

280SE – 1968-1971

The 2.8 liter M130 was the pick of the six cylinder engines, with more usable power, and a reputation for being more robust.  Cars from late 1969 have the lower and wider grille from the v8 model, and some of the charm of the original interiors is missing (e.g. the wooden instrument binnacle).   Prices from $20,000-$50,000.

Update for May 2019:   Prices are probably between $30-75,000 for a nice car. 

280SE 3.5 1969-1971

The all new 3.5 liter engine destined for the new SL and S class was tested in the older models for a couple of years.   The 3.5 is regarded as the pick of the bunch, although the power of the engine can show up the suspension setup.    Prices from $45,000-$75,000.   On the introduction of the V8, the front grille was lowered and made wider.  Personally I think it looks good in the Coupe, but not as much in the cabriolet.    Most have air conditioning, and some have power sunroofs and windows.

Update for May 2019:   Prices are probably between $50-100,000 for a nice car.

300SE – 1962-1967

The 300SE is actually a W112, which means it has Air suspension and the all alloy M189 engine.  This puts it at the top of the range, but also significantly increases running cost.   The engine and suspension are trouble free if maintained properly, but many were not and it can be cripplingly expensive to sort out today.  A well setup air suspended car provides an incredible ride.     Prices from $20,000-$40,000.   There are many cheap cars out there that have had their air suspension removed and engine replaced by a 250 or a 280.

Update for May 2019:   Prices are probably between $30-90,000 for a nice car.   

107 Coupe – 1971–1981

450SLC

The 107 coupe, unlike the other two in the ‘large’ class was based on the SL, not the S class.   This gives it a sportier look, but less interior room, and it is more of a 2+2 than a full four seater.    Some people find the long wheelbase of this car ungainly and dislike the louvers, but I think it looks sleek and has an elegance that the SL does not.   Handling is improved on the SL with the longer wheelbase and increased rigidity.   The SLC could be purchased with a 2.8 Six, or 3.5, 3.8, 4.5 or 5.0 V8s.    The 5.0 was a limited production car to allow Mercedes to quality for rallying, which was rather successful.   Outside the LHD only 5.0, the SLC can be bought for between $10,000-$20,000.    Condition is more important than engine.    Only the 2.8 and 3.5 were available with manual, and few were sold.

Update for May 2019:   Prices are probably between $15-30,000 for a nice car. 

The biggest Achilles heel of this car is rust, with many rusty cars available cheaply.   The engines are all reliable if looked after.   I have owned a 450SLC for over 10 years and used it as my everyday car for about half of that time.   The 107 responds well to a small increase in wheel size, to either 15″ or 16″.   Many go bigger, but in my view this spoils the look and compromises the feel of the car.

126 Coupe – 1982–1991

Many regard the W126 as either the first modern Mercedes, or the last classic Mercedes.  Either way, it offers a nice blend of both, with the classic styling, but more modern features like ABS brakes, airbags, power etc.

I have owned three 560SEC‘s and they make great daily drivers.    The 560 gives great power even in the emissions compliant version made available to Australia and the USA.  (the picture above is the USA model with its large bumpers).

SECs are split into two generations:

Generation 1 (380SEC and 500SEC – 1982-1985)

The Gen 1 cars were available until 1985.   In Australia at least, only the 380 was sold officially, so an 500 is an import.   These cars are generally cheaper than the updated gen 2 cars with prices from $10,000-$15,000.

Update for May 2019:   Prices are probably between $10-20,000 for a nice car. 

Generation 2 (420SEC, 500SEC & 560SEC – 1986-1991)

In Australia, 1986 was the first year for unleaded petrol, so Australian delivered cars have catalytic converters (560 was the only model officially imported).   These cars have some useful upgrades including styling improvements to the lower door panels, upgraded interior after 1988, standard airbags and ABS and the 560 engine was a very good improvement over the 380.   Many people covet the unofficial cars without a catalyst as they have significantly more power (e.g. 300hp vs 240 in the 560).   As well as the 560, the 420 and 500 were also available.   Prices from $15,000-$25,000.

Update for May 2019:   Prices are probably between $15-$30,000 for a nice car.   

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