These Mercedes steering wheels were basically the same for all W108, W109, W110, W111, W112, W113, and early W114 and W115.    Early cars had a round horn ring, which was changed in the early 60s to a flatter top.   The cars of the 50s had a different design that was similar in concept, but with no padded center and a circular horn ring.   The W100 (600) has a wheel that is a similar design, but not identical.

The standard steering wheel was black (ebony) and had a black center pad with the Mercedes logo and a chrome horn ring.   Up until the mid 60’s it was also possible to order an Ivory coloured steering wheel with a colour matched center pad.   When ordered, the gear stick knob was also Ivory coloured.    This was option code 551.   This option was discontinued  for the updated 1968 models (i.e. the 280s and later 300s).    This was also around the time the steering wheel was revised with a large steering column behind it.   The most obvious difference is the removal of the chrome ring around the horn pad.

The picture below shows an early Finnie with the ivory steering wheel and the round horn ring.  Note the end of the gear stick is also ivory.

The Ivory steering wheel is much more susceptible to age and heat related cracking than the black one.  Both are still available from Mercedes, although at significant cost.   The Ivory wheel is very popular in more recent years and is often added to cars during restoration, especially to vehicles such as the 280SE 3.5 Cabriolet that were never available with this option.   In most cases the gear knob is not changed at the same time, so the difference is quite apparent.     These wheels were only ever available with the center pad in the same colour as the wheel, although I’ve seen many ‘restored’ cars have dyed it the same colour of the seats which I find rather garish.  The photo below shows a 280SE 3.5 Coupe with the correct steering wheel and gear knob.   The flattened top of the horn ring is contrasted with the round one above.  This is also the final version without the chrome ring and the thicker steering column.

Another popular owner change over is to add a Nardi wheel.  Personally I prefer the original wheel, but the Nardi wheel can look good on the W113 roadsters.  Apparently in the USA, some very late W108’s were delivered with the W116 style steering wheel in 1973.

The post Mercedes steering wheels of the 60’s appeared first on Classic Jalopy.

‘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.

The post W108/W109/W111/W112 Mercedes headlight types appeared first on Classic Jalopy.

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.

The post W111 Headlight Upgrade Pt 1 appeared first on Classic Jalopy.

Style 1:  13″ wheels (1959-1965)

Cars covered:  W111 – all 220s except 220b.   W112 – all 300s.  

These cars were delivered with 13″ wheels, although most cars have been upgraded to 14″ during their lives as it is now hard to get 13″ tyres for a full size car like a W111 Mercedes.

These cars had an attractive two piece design, with a center hub cap that was painted body colour (or roof colour if two tone), and a surrounding beauty ring with 12 holes.   From a distance they look very similar to the later one piece design, but up close they are smaller because of the 13″ wheel and they stick out more.    The wheels are also painted body (or roof) colour.

The W112 300s used this style until the change to 14″ wheels that coincided with the release of the 250 models.

Cars covered:  W111 220b, W110 – all models.

These cars used the same Mercedes hub cap, but omitted the beauty ring.   The body coloured wheel was much more prominent on these cars as it was almost hidden when the beauty ring was used.

Style 2:  14″ wheels (1965-1967)

Cars covered:  W111 250SE & 280SE (up to #0053); W112 all models;   W113 230SL & 250SL; W108 250S, 250SE, 300SEb; W109 300SEL

These cars retained the hubcap from style 1, but replaced the beauty ring with a model that covered the outer part of the wheel only, and no longer had any holes.   With this design, a section of the painted wheel was visible between the beauty ring and the hubcap.

This style only works with the early style 14″ wheels with the W108 part number.   These have been superseded with a W126 part number wheel that does not have the lip to allow the small hubcaps to mount to the wheel.   (which can be seen in the photo below)

Style 3:  14″ wheels (1968-1985)

This is the most common style, which was used on nearly all Mercedes models until the mid 80s.   These were a one piece design and will fit to all Mercedes 14″ steel wheels of this period.   They look very similar to the first style, but flatter.

Many cars that were originally delivered with one of the styles above, are now using this style due to its availability both in terms of the trims but also the wheels.   Getting a set of wheels and hubcaps from a W123 was an easy proposition for a W111 owner who wanted to go from 13″ to 14″ wheels.

Style 4:  15″ wheels (optional extra)

It was possible to order 15″ wheels for rough roads, and they were standard for the universals.    These are rare and 5″ wide.    The car pictured below has these wheels and the matching 15″ hubcaps.

Some of the different styles can be seen in the photo below – the inner hubcaps used for Styles 1 and 2, the 14″ beauty rings and the 14″ one piece hubcaps.  My 250SE had the later style hub caps when I purchased it.  I have since changed it back to the correct 250 type.  I also had the blue and red Mercedes hub caps painted the correct colour.  This ensures I have spares in case one is damaged or lost.   The 250 style is much rarer and I prefer it.

The post W111 Mercedes hub caps and beauty rings 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.   

The post Mercedes-Benz Classic Coupes appeared first on Classic Jalopy.

I’ve owned a 250SE coupe (LHD), and currently own a 250SE Cabriolet.  I used to think about getting another Coupe to go with it, but the prices have shot up so much to make that less and less realistic.   Given how comparatively rare the right hand drive models of these cars are, I keep a database of each I see for sale or at a show.   But to start with, below are the production numbers of the RHD cars.  I’ve also included how many were officially imported into Australia.

It is interesting to see how these figures get ‘stretched’ by optimistic car dealers!

Australian Delivery cars mean exactly that, a car ordered and delivered through an Australian Mercedes-Benz dealer.   My 250SE, while it has always been an Australian car (albeit a well traveled one), was purchased by a Diplomat posted overseas.  Therefore it is officially classed as an order for a foreign diplomat.   The numbers come from a reliable source, although I have seen a 250SE Cabriolet with a Yorkstar inventory placard.   I am not sure of this car’s story.

Despite the 300SE being the significantly most expensive option, this model was relatively popular in right hand drive countries.  The 300SE is actually a W112, but I include the numbers as it is related.

The sad thing about all this is the number of factory coupes that have been ruined by cutting the roof off them to make a fake cabriolet.   The cabriolet is built very differently and the coupe is beautiful car in its own right.  It is such a shame to see these cars butchered like that.

The W111 Coupe/Cabriolet in Right Hand Drive is a very rare beast.

The post Mercedes W111 Coupe/Cabriolet in right hand drive appeared first on Classic Jalopy.