One of the minor maintenance jobs I had been delaying since I got the car was looking into why indicators didn’t self-cancel when turning left.  I happened to ask Greg to look at it while the car was there. He promptly took the Mercedes emblem badge off steering wheel centre and communicated to me the mark inside wasn’t pointing down to the 6 o’clock position, but rather pointing to 4 o’clock, even though my steering wheel position looked correct when driving straight ahead.

Greg asked me to see if a wheel alignment would fix it before he did anything else mechanically. A quick visit to Donnellan’s in Blackburn confirmed it couldn’t be fixed by adjusting tie-rods. It was at this moment I knew the steering box had been out at some time (prior to my ownership) and hadn’t been centred when being re-installed.

The first task was to remove steering wheel and re-align it, in reference to the mark. This showed the steering box was at least one to two splines out, as the steering wheel was way to the left when driving straight ahead, which was disconcerting.

Back at the mechanic, we had the task to align steering box. The first task is to lock the steering in place. We used a specific tool that didn’t allow the wheel to move.

After detaching the steering shaft, you then remove the drain plug at the bottom of the steering box. Once removed you will see a block inside and when the steering is at centre, you will see an indentation that allows the box to get locked in place with a long-pointed end bolt (used in place of the drain plug). Once locked in place, you reassemble and then remove the bolt.

When off the hoist, a test drive showed steering was ever so slightly off centre, favouring the right. Back at Donnellan’s again, Rocky greeted me, asking if I’d fixed the problem. I said sorry to be a pain and yes, I’d fixed 99% of the problem, but I just needed some final fettling via a wheel alignment. Now my steering wheel is dead centred when driving straight and my indicators self-cancel for the first time since owning the car.

Author:  Nick Gruzevskis is a member of the Mercedes-Benz Club (Victoria) and the owner of this 1979 450SE, a 2005 CLK320 and a SLK230

Editor’s note:  On reading this article, it looks like my 1977 Mercedes 450SLC also has this problem.   

The post Guest Post: Maintenance jobs deferred – W116 steering alignment appeared first on Classic Jalopy.

The car is booked in for the Shannons auction in May, so I wanted to get the Sunroof working.   I don’t use sunroofs a great deal, but they are not common on the W126 280, so its a valuable feature on my car to be working.   I had sourced what I thought was the right switch, so I figured a simple matter of just fitting it.

Removing the old switch was somewhat of a pain, as one of the tabs that holds the switch in place was bent out too far.   In the end I got it out, and promptly lost the plug in behind the dash.   I was able to reach it again by removing the demister switch and using a hook tool.

This was also required to get a finger in behind the plug, so push the switch on.    Straightaway, I had a problem.   The new switch was reversed from the old one.   I could open the roof with the close side of the switch, but not close it.  I’ll have to compare it, but I may have a C107 switch.

At that point, I figured I would have to persevere with my old switch.   I gently took it apart and found it quite dirty inside.   The old grease had become quite sticky.   The switch is quite simple, it pivots on two very small ball bearings, and pushing down makes a contact with a metal bridge and the body of the switch.    I didn’t take a photo as I didn’t want to drop the small parts out of the W116 sunroof switch.

I used some brake cleaner to clean the parts up.   Quite a lot of dirty gunk came out of the switch.   I didn’t re apply grease, as I didn’t have one suitable for electrical connections.     Once I plugged it all back in, the sunroof finally worked.

While I was there, I also wanted to fit the new SLS control rod that had arrived in the mail.   The old one had broken bushings and I temporarily held it on with some cable ties.   That hadn’t worked, as only the very inner pin of the each end of the rod was still present!   I’ve already covered setting the proper ride height of this system.    The system on the 280SE was working perfectly as the arm changed the ride height as it should.

Finally, there was some minor rust around a door drain hole.  I treated it with rust converter and painted it, to ensure it didn’t get any bigger.   Unusually for a W116, as far as I can tell this is pretty much a rust free car.   I didn’t want that to change.

The post W116 sunroof switch repair appeared first on Classic Jalopy.

Values aside, how does the experience actually differ?   We have a short wheelbase six cylinder example of each.   A 1979 280SE and a 1986 300SE.   Both cars occupied the same place in the Mercedes-Benz line up, with the first generation W126 280SE coming in between.

Our W116 is a 1979 model, the last full year of production.   It is a highly optioned car, as run out models typically were.    Being a late car, it has the more desirable velour carpets and dash wood.   As an Australian delivered example, it suffers from the ADR27A pollution controls, which hampers performance a fair bit as compared to the standard model.    On the plus side, it has self-leveling rear suspension, which offers a great ride.

The W126 is a 1986 model – the first full year of production of the second generation W126.   In Australia, at least in 1986 and 1987, many features that would be standard were still optional.   The car has MB-Tex seats, no sunroof and was originally sold with plastic hubcaps.   Being an Australian deliverd car, it has self-leveling suspension, burl walnut trim, rear reading lights etc that were not commonly found on the standard 300SE.

Styling

While the W126 is a facelift of the W116, their styling looks quite different at first glance.    The W126 is a bit of a mix between modern and classic, with the plastic bumpers, side cladding and a more streamlined shape.   The W116 is pure classic with lashings of chrome.   Even though there is not much in it, the W116 looks long, low and mean.    It has nice touches like the fully chromed door handles.     The double bumper bars are polarizing to some, and date the design, but add to the classic look.      They are both extremely handsome cars, and look good in both the colours here. The W126 is timeless, but I do enjoy the classic look of the W116.

Both cars have attractive alloys, but when hubcaps are specified, the W116 wins hands down.   Those plastic hubcaps on the W126 are not nearly as classy as the painted W116 hubcaps.

Practicality

This is one where the W126 wins hands down.   It is a much more feasible proposition to run a W126 as a daily driver than it is for a W116.    The W126, especially the second generation is much better for rust than the W116.   Even W116s that have been garaged all their life still develop rust in various areas, and cars kept outside disintegrate before your eyes.      The W126 also has ABS as standard, and better A/C.     The W116 was available with ABS from mid 1978, but it was never offered by Mercedes-Benz Australia.

The interiors of both cars are equally hard wearing, given they are both MB-Tex.     Later 300SEs were standard leather and they can be hard to find with decent interiors as few owners conditioned the leather.    The W116 suffers from a lack of rear legroom, wheras the W126 short wheelbase is about the perfect size.      The W116 has a noticeably better turning circle than the W116.   The seats are also more comfortable on the W116.

The W126 is lighter, and has better aerodynamics so has far better fuel efficiency.   The second generation cars in particular, as KE-Jetronic is more efficient than K-Jetronic.

Parts availability is also better for the W126, although its a more complex car with more to go wrong.

Driving feel

The W116 is slightly better here.   It feels a bit more connected to the road and gives you more feedback.    The advantage of the W126 is that its far quieter on the motorway.   The extra aerodynamics really pay off here.     The wind and engine noise in particular are much less noticeable.    In some ways the W126 is too quiet, you can’t really hear the engine at all.    The W126 is also softer – you can feel the influence of the American market on how the car is set up.

The W126 is much lighter, the 300SE in particular.   An early car like this weighs in at around 1500kg, meaning you can toss it around roundabouts with abandon.   The W116 is about 200kg heavier.

Generally I prefer the W116 unless you’re doing mostly motorway driving.    The W116 is just more fun, but less refined.     They are both great cars to drive.

Performance

The W126 has the edge.   The M110 never coped well with emissions, whereas the M103 just shrugs them off.    150hp vs 180 is a pretty huge difference, especially with the W116 being the heavier car by a fair margin.   Having said that, the gearing is better in the W116, so the real world difference is not quite as great.

The same is the case with the v8 engines too, so not limited to the six.

Interior

Slight edge to the W116 here.     The W126 took the W116 concept and further refined it.    In some ways its nicer, but in other ways it lost some of the nice little touches, such as the chromed window switches.    The pinstripe Becker radios were some of the classiest of the era.       The W116 instrument cluster is also easier to read, and the seats are more comfortable.    I also prefer the fox eared headrests to the W126 units.     The velour carpet W116s are also nicer than the W116 in that the rears still have proper separate carpets.   On the W126 there is a modern style moulded carpet that doesn’t have the same luxury feel with the soft underlay.

The standard air conditioning controls are simpler than the climate control that was standard on the W126.       The W126 just feels a bit more refined, and has some newer touches in the cabin, such as electric passengers mirror.    It also has a rear passengers vent, outside temperature display and other modern conveniences.

Conclusion – W116 280SE vs W126 300SE

They are both excellent cars and there is not much to separate them.   The W116 has the classic look and a more engaging driving experience.    The W126 is more modern and refined, and bit less connected.     The W126 is far better suited to daily, or semi daily use.    The W116 is probably a better classic. If you can’t decide, have one of each. That is what I did.

The post Mercedes W116 280SE vs W126 300SE appeared first on Classic Jalopy.

Fast forward to 2011 and I still hadn’t ever owned a Mercedes, but had owned two BMWs, a E34 88 535i and a E39 530i M-Sport. This all changed when my father passed away and I inherited his W126 88 300SE (Oskar), which led to two additional W126 purchases, a 91 420SE (The Gangster) and a 85 280SE (Max). You could say I had the W126 bug! But as for a W116, it was still under my radar. Maybe, this was due to how good the W126 was and how much I respected Bruno Sacco’s design.

The 450SE had been garaged for many years and the service history indicated it was last serviced in 2012. I had read a few articles in Around the Benz to avoid laid up cars, but in these moments, you don’t act rationally. All I could think about was the rare colour combination of brilliant red metallic and anthracite velour interior, highly optioned with a sunroof, Bundt wheels and headlight wipers. Rust was my biggest concern, so got my neighbour (who runs a body shop) to come up and have a look. A brief inspection confirmed rust was confined to workable areas, this led to Naomi’s approval to purchase.

In hindsight the mechanics were the least of my concerns. Stripping back the body deadener, the more I removed, the more rust that was exposed. Rust was identified in the wheel arches, driver’s floor, and boot floor, but surprisingly there was no rust in the firewall, bottom of doors or bonnet. In all we spent far more time (and money!) repairing rust than I ever envisaged, totalling 160 hours.

In July 2019 I finally got the car on Club plates after so much more work than I had envisaged and turned my attention to naming the car, an important step in welcoming a new car to the family. As she is a pinky red colour, she was obviously a girl, and what better German name than Claudia.  At the same time, some further history on the car came to light. Claudia was privately imported from the UK in 1986 by a chap who lived in Canterbury and at a minimum has had an additional two owners, one of them being an MBCV member who won Concours with a 300SL Gullwing. As she was UK delivered, she’s endowed with the 220HP M117 4.5 K-Jet engine (without the emissions constraints of Australian delivered examples).

Driving Claudia reveals plenty of character, from the rich V8 burble through her original exhaust, while the weight plants her firmly on the highway, refusing to be moved by gusts of wind. The rich torque provides ample acceleration perfectly matched to the three-speed automatic, enabling her to keep up with modern day traffic. The velour interior is supremely comfortable, providing warmth in winter, while in summer you don’t have the problem of sticking to the seats.

Was it all worthwhile? Rationally you’d have to say no!! It would have been far cheaper to buy a better example which would have also been Australian delivered, but once you start a project like this, there is no turning back. After getting Claudia on the road, the maintenance kept on coming with jobs like the timing chain, engine mounts, injectors, radiator refurb and even the gearbox needed to come out as the large o-ring broke in half. More money! Fortunately, over the last two years, the maintenance has been contained to fluids.

What do I think now? Well, I’ve ended up with a much-loved new member of the family who gets regular use, is very comfortable and enjoyable to drive and gets driven rain, hail, or shine. The pinnacle of my ownership was displaying Claudia at Mercedes-Benz Ringwood with the latest W223 S450. The feedback I received from the Dealership and MBCV members made the whole project worthwhile.

Author:  Nick Gruzevskis is a member of the Mercedes-Benz Club (Victoria) and the owner of this 1979 450SE, a 2005 CLK320 and a SLK230

The post Guest Article: My W116 Journey appeared first on Classic Jalopy.

The W116 was on sale during a tumultuous time for cars in Australia.   Auto manufactures were grappling with increased government regulation, there were multiple oil shocks and rampant inflation.     Australia would introduce its own emissions regulations to take effect July 1976 – ADR27A.  It would be 10 years before performance and fuel economy would regain pre 1976 levels.  While ADR27A was well meaning, in reality it just swapped one emission for another – small reductions in NOx and CO were exchanged for higher fuel consumption and CO2 emissions.

W116 model changes

ADR27A means that the W116 in Australia can be split into two distinct groups – those subject to ADR27A and those not.   That split generally coincided with the change from Bosch D-Jetronic to K-Jetronic for the fuel injected models.   It also made a distinct difference between Australian delivered cars and private imports.   Once ADR27A came into effect, versions for Australia were quite specific and Mercedes-Benz Australia only imported a subset of their range.    In the past, most of the range was available, albeit with a delay between introduction and arrival in Australia.

The first W116s would arrive on Australian shores in early 1973.   These were the 280S, 280SE and 350SE.    They would be joined by the 450SE and 450SEL in July, although the 450 models were not available in volume until 1974.  1974 also had the heated rear screen added to the standard specification.   As with the other models, the 280SEL and 350SEL would join the Australian range a year or so after introduction in global markets.    These models would continue until the introduction of ADR27A – which applied to any car manufactured after 1 July 1976.    With shipping time, D-Jet models were still being delivered in 1976.

The ADR27A range would be much smaller.   Initially it was focused on the K-Jetronic M110 and M117 engines.   This meant the 280S, and both 350 models were dropped from the range.   For some reason, the 280SEL was also dropped, but would be added again from the 1978 model year.   It would also be November 1978 before the 450SEL 6.9 would finally reach Australian shores.    The 300SD was never offered in Australia.

Not related to events in Australia, Mercedes-Benz was already planning on shifting from D-Jetronic to K-Jetronic.   K-Jetronic was a simpler and cheaper system, and was much easier to get to pass the tough US emissions systems.   It just so happened that these things happened at roughly the same time.

The change from D-Jetronic to K-Jetronic in world markets would have a minor performance penalty.    The injected M110 engine dropped from 136KW / 238Nm to 130KW / 234Nm and the M117 would drop from 165KW / 378Nm to 160KW / 360Nm.   This performance would be regained in 1978.

ADR27A meant the Australian versions fared far worse.   The M110 was particularly impacted.   Always an engine that needed to rev for good performance, the reduced compression and retarded timing reduced output to 112KW / 206 Nm, less than the 280S.   The M117 fared better, with a drop to 147KW  / 345Nm.   The 450 relied on torque, which was only slightly reduced, although the retarded timing reduced throttle response. Unlike the world models, there would be no increase in 1978.

Despite the ADR changes, Australia fared far better than the US or Japan.  A catalytic converter was required in these markets, and standards were even tougher.    By 1980 the poor old 450 engine would have only 120KW in US Spec.   The US models would also be saddled with impact bumpers that looked like railway sleepers.

The ADR models also coincided with the standardization of self-leveling rear suspension for all Australian models bar the 6.9 which had the full hydropneumatic system.  These later Australian models also had a tachometer as standard.

For the 1978 model year, the carpet was upgraded from loop pile to velour, and full wood trim was as standard.    This was Zebrano for all models, bar the 6.9 which had burl walnut.  The fader also changed from a large knob to a roller switch. For 1979 the pinstripe style Becker Mexico was replaced by the black style with the large knobs.    1980 would be the final year of the W116, as the new W126 models arrived for 1981.

For the W126, the range was curtailed even further, and started with only the 280SE and 380SEL.   Later, other models would be added.    The W116 is unique in that it was the only S Class model until the W221 to offer the larger standard V8 in a short wheelbase.   Given the 450SE was quite popular, I’ve never understood this.  The W126 also addressed one of the main criticisms of the short wheel base W116 – the lack of rear leg room.    In my view, Mercedes Australia should have skipped the 380 models and imported the 500SE and 500SEL, tuned for ADR27A, performance would have still been very good.

The table above outlines the models available in Australia.   The entries in bold were years where that model was offered in Australia.   The first number outlines Australian sales, although I only have this for 450SEL and 450SEL 6.9 models.   The second number represents global production of that model.   Where an Australian sales number is known, there is a percentage that indicates what part of production was sold in Australia.   Finally the selling price before on road costs is represented below the production numbers.   Australian sales do not exactly line up with the yearly production due to the time taken for the cars to be shipped between then West Germany and Australia.    The price data is from two different sources, which generally align with a few minor exceptions.

The table illustrates a number of interesting things.  Firstly, how small the Australian market was for Mercedes Benz.   Secondly, how quickly prices rose through the 70s.    It also appears Mercedes were trying to claw back the ADR27A engineering work as the biggest price rise was after the introduction of ADR27A.   Back in the 70s, there was not as big a gap between the S class and regular models in terms of price.

Australian features

The other thing to take into account was that many things that would be standard features now, were not during the time of the W116.    All Australian W116s had power steering and automatic transmissions as standard.   Until ADR27A, it was possible to special order manual transmissions on the 280 and 350 models.    Early 280 and 350 models could be quite spartan.  crank windows, MB-Tex, no sunroof, tachometer or alloy wheels.  Early 280s also had thin door trims.

Through 1974,  A/C was an optional feature on the 280 and 350 models.  Today, its quite unusual to find surviving cars without it.  Survival rates of early cars are quite low, and a car without A/C would have had poor resale value even in the late 70s let alone the 80s or 90s.    The 450 models had leather or velours, power windows and rear reading lamps as standard, but alloy wheels an a sunroof were still extra cost items.     The sunroof would be standard on the 6.9 though.    For some reason, Mercedes-Australia never offered ABS in Australia on the W116, even though it was introduced in late 1978.

Until around 1976, radios were an option.  While some buyers opted for a very expensive Becker, most cars were fitted with a local radio.  For the very early cars, where a Becker was optioned, it was most likely the Becker Europa AM only.

From 1976 the Becker Mexico Cassette was standardized.  For 76 and 77 models, this was the pinstripe version with ‘Becker Mexico Cassette’ in script lettering.  For 1978, it changed to the Becker Mexico Cassette 485, still a pinstripe model with the model name in block letters.   And for the 1979 and 1980 models, Australian delivered cars had the Becker Mexico Cassette 374 with auto reverse and the large knobs and the black plastic face.

Private Imports

This period also had many private imports arriving on Australian shores.    At that time, there was a fair amount of immigration from South Africa, where these cars were made locally.   There was some restriction on bringing currency, but not personal possessions, so many cars arrived in Australia.   These were nearly always short wheelbase 280 and 350 models.   The cars made in the East London factory had a reputation as being better than those from Stuttgart.   They were all short wheelbase, always with the thin door cards, but more likely to be equipped with leather and a more powerful air-conditioning system.     They also had a sump guard as standard.   Due to being from South Africa, they were also less likely to be affected by rust.  These cars were also available with a manual transmission.

The other common source was UK cars, mostly higher end models to justify the shipping (e.g. 450s and 6.9s).    Values of these cars plummeted in the 80s in the UK, but held up in Australia.   These cars were more likely to have velour interiors and even some 450 models did not come with air conditioning.   For some reason UK 450s were not equipped with a tachometer.   The UK cars were highly likely to be impacted by rust, but there are still some good ones around.   Some of them were even equipped with ABS.

What happened to the cars?

As well as being driven by the usual clientele of Mercedes-Benz, the W116 also did a stint as the prime ministerial car in Australia, and wore the C1 licence plate.   Australia’s 21st prime minister, Gough Whitlam ordered a pair of 450SELs as the prime ministerial car in the early 70s, complete with column shifters.   Mr Whitlam would remark that he would be “very happy if other office bearers in this parliament were to make do with an ordinary Holden or Valiant, but if there is going to be a graduation of cars I am going to have the best”

With the locally sold cars plus this range of private imports, there were probably at least 10,000 W116s in Australia at one point.   This number would plummet over the years.   Many of the cars were simply used up.   They were popular as limos and for people who did big country mileages.   Indeed, back in the 90s when I was buying my first W123 it was very common to see a W116 for sale in a regional centre with more than 400,000km on the clock.   I’ve seen more than one with over a million kms and still running.    The M110 and the iron block V8s are extremely tough engines, as are the 722.0 and 722.1 transmissions.

The same can’t be said for the bodies.   The W116, is among the most rust prone Mercedes-Benz model with dreadful rust traps and multiple double skinned and triple skinned sections.   It is up there with the 107 and 114/115 in this respect.    Cars parked outside eventually fell victim to rust, and high parts prices meant cars were scrapped because they were uneconomical to repair.   This was particularly an issue with the D-Jet cars that needed specialized skills to repair and keep running.   This is a shame as those cars were better to drive.

The Mercedes-Benz dealerships also waged a disinformation campaign against private imports.   Unless they were rusty, these cars were generally better, not saddled with ADR27A.  The South African cars in particular were a great alternative to the aussie models, but this campaign meant values plummeted and many of those cars were prematurely scrapped.

The W116 today

Today, most of the cars left in Australia are later model, Australian delivered cars.   The 6.9 is a bit of an exception to this as many private imports remain too.   Given the purpose of buying a 6.9 for many was performance, the imported model was attractive for that reason.    Without any data to back it up, I would guestimate there are 500-1000 cars remaining.    Most of them are in average to rough condition, probably only 10% are in nice to excellent condition.   Values for that 10% are slowly starting to climb, although outside of the 6.9 the W116 still remains a very cheap classic.

The W116 has its group of core followers, although it still lives in the shadow of its predecessor, the W108 with its classic looks, and its successor, the W126.    The W126 in many ways is a heavily facelifted W116, so for years buyers preferred it.   The W116 does offer a great alternative to both.   It, and the 107 was the first modern car to come out of Mercedes Benz.  At the same time, it does without complex electronics and the use of plastics prevalent to the W126.  The W116 retains the chrome bumpers giving a more classic look.    The W126 added a lot of refinement to the model, which was welcome, but at the same time something was lost too.   The W116 has a much more raw driving experience that many prefer in a classic car.

The post The Mercedes W116 in Australia appeared first on Classic Jalopy.

The S-Class was officially launched in 1972 with the introduction of the W116.   2022 is 50 years since that launch, and also 50 years since the founding of the Mercedes-Benz club of NSW.   With both of those anniversaries in mind, the Club held a special event to commemorate the S Class.   Of course, holding an event like that begs the question, what is the definition of an S-Class?   The W116 did not open up a new category for Mercedes-Benz like the W201 did.   It was a continuation of a series of models in their range.

In most years, the S Class (or predecessor) consisted of a four door saloon and a coupe.   Occasionally, there was a cabriolet as well.    The Mercedes-Benz archive lists the following models for the S Class and its predecessors.   They trace the lineage back to 1951.

The inclusion of the W188 models is surprising to me.    It makes sense to me not to include the models that sat above the S-Class like the Adenauers, 600, Maybach etc, so why include the two door derivatives?  It just seems inconsistent.   Some will question the inclusion of the C107 SLC models.   While they were based on the SL, they were clearly meant to fit the two door S-Class spot in the range.   The same goes for when the two door cars were branded as CL’s in later years.

Based on this list, the MBCNSW had a great representation of the range on display.   The club tried hard to get cars that are rarely seen at events to come along and did a pretty good job.   In reviewing the number of cars in the club, I’m actually surprised how well represented some of the older models are.   The survival rate of cars like the Pontons and W111’s is pretty good.

It was hard for me to choose which car to bring to this event.   In the end, given the impetus for the event was 50 years of the W116, I decided I needed to finally get the W116 280SE I have been fixing up on the road and at a club event.   Despite finishing at 1AM the night before, I managed to get the car prepared, and ready enough for this event.   This was only my 3rd time driving the car and the first more than a few kilometers from where I live.    While I have more work to do, I was impressed with how the car went.

It was also interesting to look at the model mix of the W116s on display.    There were 11 cars, and I managed to catch the model of 10 of them.    There was not a single D-Jet or carburettor car on display.   All the cars were from 1976-1980 and most of them were 450’s with 3 SELs and 2 SEs.  In addition there were two 6.9s, a pair of 280SEs and a 280SEL.     This trend was mirrored in the W126 models were most cars on display were second generation – with the 420SEL being the most popular.    However at least on the W126 side there were a few very nice series 1 models in attendance.    The story was pretty similar on the W108 models with most of the cars being late production.    It’s clear that the later cars with larger engines are favored by buyers and more likely to be saved.

I really enjoyed the day.   My ideal Mercedes garage is a two and four door model from each of my favourite generations (60s, 70s and 80s).

In past year, the S-Class has been the cornerstone of the brand.   Today, the company sells far more SUVs than they do cars, but the S-Class is still king of the hill.   I wonder for how much longer?  Not sure they would even make it if it wasn’t for the Chinese market.

The post 50 Years of the Mercedes-Benz S-Class appeared first on Classic Jalopy.

Last year I dropped it back to club rego.  While it got used a lot, it was always second preference to the 560SEL and SEC.   Club rego lets me drive on 60 days a year.  Between the four ‘modern’ cars I own, I have 300 days I can use.  It also gives me a bit of flexibility if one or two of them are off the road while I repair something.     Right now, I classify the W126s and the 450SLC as ‘modern’.    They all run a bit better with more regular use too.

I had a few candidates in mind.   I wanted something that I could move to from the 300SE without a massive outlay.    A W108 or early XJ12 are cars I would love to own, but are significantly more valuable for the condition I would want.   That got me thinking of a W116.   Prices are similar to the W126 for the most part.   This would allow me to move to a nicer car with more history for a reasonable amount more than I could sell the 300SE for.    Its a model I have always admired, but never owned even though I have driven a few.

Going with a W116 would allow me to build a more balanced Mercedes collection of a S Class coupe and saloon from the 70s and 80s, plus the 250SE.    In time, I could add a 60s Saloon too.   The 450SLC isn’t technically an S-Class, but it filled that niche in the line up.   Given both of my remaining W126s were the same colour, I also though it would be fun to find a car in the same colour as my 450SLC.    Of course most people would think buying sets of twin cars is madness – but these people would think owning 7 cars is madness anyway.

This narrowed it down to a W116 in 906 Grey Blue.   To continue the theme it really had to be a 450.  This would give me a pair of 450s and a pair of 560s.   My preference is for a short wheelbase car.  That narrowed it to a 450SE.

There are a few reasons for this.   I find the short wheelbase cars nicer to drive unless you regularly transport adults in the back.   They are more nimble, easier to park and look more balanced.  I already own a LWB car in my 560SEL, and the W116 was the only S Class the larger of the two standard V8s came to Australia in a SWB.   In the W108/W109 the biggest engine available in Australia was the 3.5 for the SWB.   For the W126 we got the 380SE and 420SE for a couple of years only and never the 500 or 560.   Even the W140 and W220, the 500 was LWB only.   It wasn’t until the W221 that this omission was rectified.

My preference for year was 78 then 79.   While the D-Jet cars (73-75) are more powerful and responsive, they are harder to find in nice shape and more maintenance intensive.   In 78/79 there is the nicer interior with the dash wood and much nicer carpet.    For 78 there is the pinstripe Becker Mexico if the car is still so equipped.   This is a much nicer looking radio than the more modern Mexico found the 79 and 80 cars.   I am looking for a nice original car, so my preference would be that it still have the original radio.   76 and 77 were less attractive to me, as they had the detuned engine of the later cars, but without the interior improvements of the 78 and 79 cars.   80 was out, as 906 Grey Blue was gone, replaced with 930 Silver Blue.

Through word of mouth, I have heard of a car that may be coming up for sale next year.   It is the exact car I am looking for.   A 1978 450SE in good original condition, and in Silver Blue.   Even better, it has the painted hubcaps rather than alloys.   Through a friend of the owner, I’ll have first chance to buy it once the owner decides to sell it and comes up with their asking price.

The smart move would be to hold tight until that car is ready for sale.   However, I figured the 300SE is running really well now, with everything working properly.   Maybe its better to sell it for a good price before some other repair comes up – e.g. a leak in the A/C.   Instead of taking the easy and sensible route, I’ve gone with the more interesting but harder work route buying an interim car.   The 300SE will be for sale in the new year.

My interim car is closer to my ideal spec than the 300SE is.   Its a 1979 280SE.   Its a short wheelbase W116 in the right colour, with a nice condition interior and great paint.   It doesn’t look quite as nice as the 78 car, but its still very nice.   The idea is to fix a couple of small mechanical issues and drive it for 4-6 months, selling it to buy the 450SE.   Ideally I at least break even on the 280SE.   It also means that if the 450SE doesn’t come onto the market as soon as expected, I can continue to drive the 280SE.

As can be seen in the picture above, the paint and exterior condition of the car is really nice.   It has parchment MB-Tex which is also in great condition, and an original Becker radio.    The Wood trim is in perfect condition – I don’t think I’ve ever seen one this nice outside of show winners.

It does need a couple of mechanical things fixed up, which I will cover in a separate post.   I suspect my 1979 280SE project is going to keep me busy.    Once I sell it, I’m going to miss my 1986 300SE.   It’s been a great car for five years and 15,000km.   The signal red colour is really striking and different from most second generation W126 models.

The funny thing is that when I was buying the 300SE, I almost bought a 1978 450SE.   It wasn’t Grey Blue, it was Ikon Gold, a superb colour.   I was actually looking for a W116 at the time.   The gold car had a perfect interior and a lot of recent mechanical work, but bad paint.   However, just before I bought it, it suffered a catastrophic engine issue,  so the seller and I agreed not to go ahead.

The post My 1979 280SE project and my quest for the perfect W116 appeared first on Classic Jalopy.

I’m really not sure how that extends to the late 60s models such as the W108/W109.  So far I have not had issues with my W111.   This may be because that car was subject to an extensive restoration in the late 90s.  My other cars are survivors with more parts needs.

I understand minor trim pieces and the like being NLA.  The issue has now extended into core parts that effect either the working of critical systems of the car or even the ability to use it at all.   In this case I am referring to the W126 climate control pods and self-leveling rear suspension parts.    In some cases, these parts can never come back as the tooling has been destroyed.   This is apparently the case with the self-leveling struts – A senseless act of vandalism.  From what I understand it is also the case for some ignition lock tumblers.

I am going to start maintaining a list on this site of parts I discover as NLA and ideally people who have found an alternative source can comment.  I will update this article with the link once done.  From what I have read, The Mercedes-Benz club of the UK were able to pressure Daimler AG to re-instate the production of a part that would prevent owners from using their cars.   I seem to recall it was for the R129.

As Mercedes used to do a good job of this in the past, the aftermarket parts supply is not as good as it is on some other vehicles.   This situation seems odd as there is increasing interest in these classic vehicles and the profit margins on these parts would appear to be pretty good – the R&D was all paid for decades ago.

The post More and more parts for Mercedes modern classics are NLA appeared first on Classic Jalopy.

About the 450SE W116

While Mercedes had used the ‘S’ designation for their upper class cars for some time, the W116 model was the first time they used the moniker ‘The S Class’.  Since the W116, the top of the range saloon car has always been referred to as the S Class.

The W116 was introduced in 1972 and carried over a lot of the styling and running gear from the R/C107 range introduced in 1971.    Mercedes has a habit of introducing a lot of new technology in the S class and the W116 was no exception. For example ABS brakes were available later in production and there were a lot of other clever features in the car.  Many of these taken from the experimental safety vehicles of the time.

The W116 was also the first time Mercedes offered a diesel engine in the S class and the 300SD model with its turbo-diesel motor was very popular in the markets it was offered.     The W116 is probably best known for the 6.9, which was a development of the 6.3 litre motor from the 600 and 6.3, now bored out to 6.9 liters with a dry sump and standard hydro-pneumatic suspension.   These cars are very susceptible to rust, so there are now few W116 in good condition left.

The W116 was available in two body lengths, standard (short wheelbase) and Long Wheelbase with 10cm more room for the rear passengers.

About this 450SE W116

This car is a 450SE W116, meaning it has the M117 4.5 liter V8 and the short wheelbase body.   The car was purchased by the previous owner about 10 years ago, originally to provide an interior for another car.   It has been sitting in a carport for some years and looked a little unloved.    However, once the interior was removed, the car was shown to be generally rust free and the paintwork after a wash and polish in surprisingly good condition.       Therefore, the owner set about doing a mechanical refurbishment and sourced a replacement MB-TEX interior.  He also fitted brand new carpets which looked lovely.

During the refurbishment, the brakes were rebuilt, the timing chain done, replacement cams fitted, suspension checked, new dashboard and carpets fitted.      The car was put back on the road, but a bad water pump meant that it was parked again for a couple of years as other projects took priority.

Sadly, the car sat under a tarp for 2+ years. During that time the paintwork suffered badly with the clear coat lifting on both the front and back and some surface rust developing.   The photo of the car is from before it went into storage.

Why did I almost buy it?

I needed a car that could fit three child seats across the back seat, but only used 1x per week.   Therefore a pre 1986 car fit the bill because it could be put on historic registration that allows 60 uses per year.    The car would park out in the sun all day near a child daycare center, so a car with low running costs, but some body issues was ideal.

I liked that all the known mechanical issues such as water pump, timing chain had been done as well.    The iron block M117 is very long lived, if the timing chain has been done.

Why didn’t I buy it in the end?

As the car was being recommissioned, it was found that even though 18 months ago it ran great, it had lost all compression on one bank of cylinders.     This was too much work for the seller to rectify for the price I agreed to pay.   In the end, he found another buyer who would buy it in non-running condition.     The car is currently being worked on by a mechanic to get it back on the road.

The post Mercedes 450SE W116 – The car I almost bought appeared first on Classic Jalopy.

The suspension is supple even with the low profile tyres on this particular car.   You can feel the origins of the system (from the Citroen DS), but its firmer and has less squat and dive on braking and acceleration.   This is quite an achievement as the squat/dive was always the downside of the Citroen setup.

I can understand the reviews these cars got when new and why they are worth 3-5x a regular W116.   I’m really glad to have driven one, it was on my car ‘bucket list’.   I don’t think I will even own one though.   M100 ownership is not for the feint of heart – even if the 450SEL 6.9 is the most affordable way of getting into it.     As Sydney is bristling with speed cameras it would never be able to used as intended.

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