The table above outlines the various W108 and W109 differential ratios.   For a number of models, there was a change part way through production.   Where possible, the chassis number break point has been identified.   This is not foolproof today, as the cars are now around 50 years old and may not have their original rear axle.    To make it easier to read, the table separates the standard version from ‘special versions’.   Cars with the optional 5 speed manual transmission, optional 15″ wheels or bound for the USA generally received shorter differential ratios.

The optional 5 speed was used to increase performance as well as a modest reduction in highway RPM.    That is why W108 and W109 differential ratios for 5 speed cars are shorter.   It is worth noting that the torque peak for most of the sixes, and even the 3.5 V8 is around 4,000RPM.  The ratios therefore align the characteristics of the engine with a reasonable cruising speed.   Even the long stroke M189 engine has a fairly high torque peak.

The USA ratios are interesting for the six cylinder cars.   I can only assume that since most domestic vehicles in the 60s were equipped with V8s, Mercedes-Benz North America felt it necessary to order the cars optimized for acceleration rather than cruising.   Certainly this is not appreciated by modern American owners, who find the setup of the cars does not really match their interstate cruising speeds.   Rear axles from wrecked 4.5 liter cars have been a popular swap.

Looking at this table, it seems clear that Mercedes-Benz was learning as they went.   The change to the M130 2.8 liter engine introduced a nice increase in torque from the old 2.5 litre unit.   It took them a  year or so to adjust the W108 and W109 differential ratios accordingly.   The same went for the M116 V8.   The 300SEL 3.5 was introduced about a year before the 280SE/L 3.5 with a 3.69 ratio.   This was amended down around the time of the introduction of the 280SE 3.5 which was always sold with a 3.46 ratio.    There were also changes for production reasons, such as the 6.3 and 4.5 models.

The other factor here, is that the W108 rear axle has been a popular upgrade for owners of the W111 models.   Those models to 1965 had a drum brake rear end.   The W108 provides disc brakes and more choices of ratios.   The W109 rear axle is different due to the air suspension.    While it is possible to change the whole axle over, some people have swapped the crown wheel and pinion.   Tall ratios are now quite expensive as supplies dry up.

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Unlike in later years, nearly the whole range was offered in 1969.   It was only have the ADR regime became stricter in the mid 60s that Mercedes-Benz started to limit the vehicles they offered in Australia.   This was probably due to the cost of compliance.

The only models missing off the list were the 200 and 200D W115 models, and the 280SE 3.5 Cabriolet, which would be sold in later years.   The entry level W115 cars were probably considered too slow and really for the taxi market.  Mercedes were not a supplier of Taxis in Australia.   Locally built cars dominated the Taxi market.

One thing that jumps out to me is how much more expensive the 280SEL is over the standard 280SE.  No wonder they didn’t sell many of them.   While cars like the W109 were much more expensive than the W108, you at least got major differences to show for it.   The 280SEL was a simple stretch of the 280SE.   From what I gather, the body shells were modified manually, which might explain the higher price.

It is also interesting how much of the range was offered with the choice of an automatic or manual transmission.   It is extremely rare to find a manual transmission car from this era, outside the SLs.   Even the SLs are mostly automatic.   It was only the M100 cars that were not offered with a manual.

For other Australian price lists, please see November 1966 and July 1991.

YORKSTAR MOTORS PTY. LTD.

PRICE LIST

EFFECTIVE 1st DECEMBER, 1969

MERCEDES-BENZ PASSENGER CARS

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‘Lichteinheiten’

The standard headlights for these cars were know as  ‘Lichteinheiten’.  This roughly translates as ‘Light Units’.  They combined the dipped beam, main beam, fog light, parking light, night clearance light, and indicators in one unit housed behind a single piece of curved glass.

The photo on the right shows the various components with the lens removed.    From the top is the indicator (behind the orange cover), below that the dipped and main beam, with a tiny bulb for the parking light, just above the main bulb.

Below that is the fog light, and to the right of that the night clearance light which can be left on all night if the car is parked with one wheel on the curb and one on the street as is common in Europe.   Only one side can be illuminated at a time.

These lights are also often known as tombstone lights, one piece lights and in the USA, ‘European’ lights.

The glass lenses can be removed and the reflectors are also replaceable meaning they can be completely refurbished.    There are two gaskets one to attach the light to the car and one to attach the lens.   The picture to the left shows an unrestored light.   These W111 headlights were later restored and put back on the car they came from.  These gaskets are not cheap but important to ensure water does not get in.

In addition, there are two variants of this light, the first used until early 1969, which had glass with a pronounced curve, sometimes known as the ‘bubble’ type, and the second which was much flatter, and used from 1969 to end of production.

The picture below shows the early style on the right and the later style on the left.

These headlights were standard fitment to all these cars, except for American models, and the 300SEL 6.3.   Some local importers did specify the stacked headlights for V8 models as part of their standard order.

The difference between LHD and RHD is in the how the lenses focus the light on the road.   The main part of the headlight is the same.

I restored a set of these headlights to put my 250SE Cabriolet back to original.

Stacked headlights

The other main style are the stacked headlights, which are also known as Americana headlights.    Instead of a single piece of glass, there are two round lights in a housing, and the indicators, fog lamps are separate, although in the same housing.    In the USA version, legislation prevented the indicators being in the same housing, and so ugly separate indicators and side marker lights had to be fitted.   The picture below shows a USA model with the side marker lights and central round indicators where the optional fog lights on rest of world cars would be.    The car below is a 250SE that would have come from the factory with smaller ‘bullet’ style front indicators but was later upgraded to the later style found on 280 models.

These lights were first introduced in all American models.   This was because the USA at the time had archaic legislation dating back to the turn of the century that mandated sealed beam headlights.    If you are not familiar with sealed beams, instead of replacing just the bulb, you replaced the whole round headlight.   Due to the old nature of these, the light output is truly pathetic and sealed beams are basically unsafe.

The other variant on these, was introduced as standard on the 300SEL 6.3, which used the same basic design but had replaceable bulbs, which were later halogens.   These produced the best light of all the headlights on these cars, and could be ordered as an option on the other v8 models as well.   The anemic American lights can also be fairly easily retrofitted to this second style to provide adequate light output.   The photo below shows the stacked headlights with the indicators and parking lights in the same housing.  These style lights are a popular upgrade from the originals on all W108, W109, W111 & W112 models. This car is a 250SE that would have had one piece headlights from the factory and is currently being converted back to the original style.

The photo above shows the same car midway through conversion, contrasting the two styles.   Which one is better is down to personal preference, although I prefer the original type.   The great thing about this conversion is that it is reversible.

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I had a box with the original headlamps for this car, but they were in a bad way.   I was able to get another used set to see if I make get one good set.    The 2nd set were in fairly good condition, but had the normal wear and tear with perished gaskets (one gasket to hold onto the car, and one to hold the glass on to the headlight unit), and marginal reflectors.    New gaskets and reflectors are available from Mercedes, but they are not cheap.    Luckily MB Spares can get them and they deliver from Canberra.

First step is to remove all the perished gasket material.

Next is to remove the glass so the 2nd gasket is accessible.   This is not normally needed as the bulbs are changed from the rear.   As these gaskets are not cheap or easy to come by, somebody in the past had used some kind of sealant on one headlight.  Luckily it was old and could be removed with a little care.

To remove the glass, there are six holders that swivel around on some kind of rivet.  I used a little penetrating oil to free the, and screwdriver to turn the (using the little slot).  From there the glass can be easily removed and the gasket revealed.   The condition of these gaskets are important as the reflectors will rust if they get wet too often.     With the glass removed, the condition of the reflectors can be ascertained.   Mine were in ok condition, but not great.   The ones on the first set of lights were horrible.   In any case, I will replace them.

With the reflectors inspected, the next step is to review the condition of the glass covers.  I had three pairs of these, a spare and one pair of each set of headlights.   They were very dusty, so a good washing revealed that they were all in good shape.

The surrounds were also cleaned, although they will need some polish to get them to where they need to be.

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