(first posted 6/5/2013) Superlatives make great headlines; backing them up is another story. But is it even necessary, in the case of the W124? What other car designed thirty thirty-five years ago still looks so fresh and contemporary? And whose all-round capabilities even come close? And whose obvious influence on just about every modern car is so widespread? Need I go on? It’s not really necessary, but maybe there’s a few doubters…
During the same 1980-1985 time period during which GM was going through its revolutionary switch to front wheel drive, Mercedes-Benz was also going through something of a revolution of its own. It wasn’t quite on the scale of GM’s, but during this period Mercedes very substantially redefined its cars, for a new era that demanded more efficiency, comfort, amenities and dynamic qualities. This period yielded what many consider some of the best cars ever from Mercedes.
The first was the 1980 W126 S-Class, which was decidedly sleeker, narrower, more aerodynamic and efficient than its rather bulky W116 predecessor. And its amenities were much more to the expectations of American luxury car buyers. But under the skin, it still owed much of its drive train and suspension technology to its predecessor.
Two years later, Mercedes unveiled the compact 190 (W201), its first step into the compact market in modern times. This was a huge new step for a conservative company whose products had always been in the upper-middle to premium class. The 190 was a completely new car in every way, except perhaps the transmission. It premiered a new multi-link independent rear suspension that became the gold standard, and widely influential. But the 190 was very compact by modern standards, with limited rear leg room. As such, it was something of a minor dud in the American market. Or perhaps it just challenged the conventional wisdom of what a Mercedes should be to well.
The heart of Mercedes’ line (and profits) was of course the golden middle, and the W123 represented the end of a line that went back to…well, it’s hard to say exactly, as each model change was both significant yet decidedly evolutionary. It’s perhaps a particular Germanic quality to espouse new technology while being conservative at the same time. But by the early-mid eighties, the W123 had become a bit of a neo-classic, with all the qualities that Mercedes were famous for–anvil-like structural solidity, high quality materials, unshakable suspensions– as well as being stodgy and not exactly fun to drive, unless it was perhaps to Tierra de la Fuego (and back).
So there was a lot riding on its successor, the W124. It was clearly a huge change from the W123 and its lineage; a clean-sheet new car in every almost every way possible, despite the similarity to its predecessor in its basic configuration. Bruno Sacco’s design was a text-book case of design following function, yet looking very handsome in the process.
The W124 body was given two priorities: reduced weight and improved aerodynamics. That Mercedes was able to shave several hundred pounds out of a car the same size as its predecessor–yet with substantially improved rigidity–alone was a very significant accomplishment. Undoubtedly, the use of modern CAD and high-strength steel helped make that possible.
Mercedes put its pioneering experience in aerodynamics to exceptional use on the W124. Its CD of as low as 0.28 was exemplary, especially for a RWD sedan. And its narrow but tall body made no concessions to passenger space, comfort and visibility in the quest of aerodynamic slipperiness.
The W124’s tall and pinched tail are key aspects to its aerodynamics, and created a template that was soon imitated to one extent or another by most subsequent sedans the world over. Of course, it’s been taken to a much more extreme extent in recent years, but at the time this was a radical change from the status quo.
The front end was dramatically sleeker than any Benz sedan before it. The aesthetic result perhaps wasn’t quite as successful as its rear end, in part because Mercedes kept the traditional radiator “grille”. Maybe it should have been ditched, but that might have been a step too far for most Mercedes buyers. Eventually, it would, on an increasing number of Mercedes sedans.
Under the hood there were more big changes. The all-new M103 SOHC was a huge departure from the past, especially in terms of what Americans had been offered. Most W123s sold here were diesels, the top model being the 300 TD, with the five cylinder turbo-charged diesel. The 280E was available, but its engine had been severely emasculated, and was not very popular. Now the volume W124 was the 300E, with 177 hp from its 3 liter six, not much less than Ford and Chevrolet’s top-tier 5 liter V8s. Mercedes took one leap from glorified taxi cabs to the most dynamic sedan in the world.
Mercedes’ first priority may have been improved efficiency, but the other benefit from the aerodynamics and new engine was speed. The 300E had a solid 140 mph (225 km/h) top speed, which made it the fastest regular production four-door sedan in the world at the time (unless someone can prove me otherwise). And it did that with utter composure; 140 had never seemed so relatively uneventful.
And it wasn’t a slouch in acceleration either: 0-60 was recorded by various magazines between 7.6 and 8.5 seconds, excellent for the time. Yes, a Camry V6 would blow it away today, but this all has to be seen in the context of its time, when America was just awakening from its Malaise slumber (or bad dream). Even today, a 300E’s performance envelope is still very contemporary; never mind the later E320, E400 and E500 models.
If those weren’t fast enough, AMG released the legendary Hammer in 1986, with a 32 valve version of the 5.6 L Mercedes V8. With a top speed of 190 mph, it quickly took the fastest-sedan mantle and kept it for some time.
If you’re going to drive fast, its nice to know one is doing it in the safest sedan of the time too. The W124 had ABS braking for its superb four-wheel discs. Its safety features were well ahead of the times, with one of the first SRS air bags (steering wheel), a belt-tensioning system, and the most advanced crumple zone and and safety cell of the times.
The Mercedes multi-link rear suspension alone qualifies it for the honor I’m bestowing on it: It was a revelation as well as a revolution. Up to this point, the typical semi-trailing arm IRS was inevitable far from perfect, too much camber change and other limitations resulting most typically a tendency to bring on oversteer in critical situations, especially in trailing throttle curves, never mind with the brakes on hard . BMWs were classic representatives of this habit; it wasn’t nearly as treacherous as the old swing axles, but it could be surprising and tricky in the hands of the un-initiated.
Mercedes’ jumble of links controlled the rear wheels almost perfectly, like no other IRS had ever done before, under any and all circumstances. It was the W124’s uncanny ability to keep its rear wheels planted at the rear, no matter how rough the road, tight the curve, accelerating, or braking–or all of the above simultaneously–that most impressed me (and others) about its abilities.
I often found myself (sought out, actually) on very rough, winding back-country roads in the remote hills, deserts and mountains of California, and the ability of my 300E to stay composed and collected was utterly unlike any car available at the time, and a giant leap ahead of the rest. It engendered a sense of profound security, as well as superiority. Yes’ I knew I was driving a car like none other at the time. And yes, it’s colored my feelings for it; now and then. Back to the facts…
There were so many other ergonomic touches that made high speed driving safer, like the seat controllers in the door (two memory buttons not shown on this one). Utterly brilliant, and totally intuitive: one could instantly feel with the fingers how to move the seat cushion, back and headrest in the desired direction without any fumbling or trial and error; something quite important at speed.
The W124’s interior certainly wasn’t “clubby” like a Jaguar, or bordello-plush like American broughams. It exuded the Northern European aesthetic sensibility that may have seemed stark to Americans at the time, but clearly represented the direction most interiors would soon take–goodbye bordello-red crushed velours.
Taste is subjective, and the W124’s cabin may not to be everyone’s liking, but it certainly doesn’t look as dated as most cars from 1985 or so, by a long stretch. Or do I have to show examples of that to prove it? I think not.
I can’t resist showing this, though, as it really does very graphically illustrate the difference in design philosophy at the time between Mercedes and GM. We’ve covered the issues that resulted in the 1985 Cadillac, but the results are graphic. And these are fairly accurate in proportion: the DeVille was ten inches longer than the W124. And yes, I’m cheating by showing a Coupe DeVille, but that’s what I have at hand, and its roof line is the same as the sedan’s.
Of course any resemblance of Cadillac’s next new sedan– the 1992 Seville –to the W124 is strictly a figment of my warped, GM-hating imagination. GM would never stoop so low to be influenced by Mercedes, right? Oh, well; too little, too late anyway.
Yes, the W124 was Mercedes’ biggest breakthrough car in the US ever, coinciding with the years of the biggest collapse of Cadillac’s market share. I don’t have sales stats available, but the W124 sold very well, considering its lofty pricing ($75+ k, adjusted). And they seem to still be everywhere; here, at least. The high-class Cockroaches of the Road™.
Now, that’s not to say it was perfect; especially so at the start. Mercedes must have anticipated the immense challenge of maintaining the W123’s legendary build quality, because it withheld the W124 from America in its first year. A very good call, it turns out. Taxi drivers in Germany were in a minor uproar over niggling quality issues with first-year W124s. I don’t remember exactly what they were, but then they were a bit spoiled by the W123’s decade-long run, which resulted in impeccable quality.
And although Mercedes scrambled to address all of them and keep the taxi drivers happy, there were still a few issues in the early models that came to the US. My ’86 had one recall for a front suspension part, if I remember correctly. And like so many of the early 300Es, it developed a sudden thirst for oil that was caused by leaking valve guides. That was readily fixed by MBZ under an extended warranty program, as it was quite common until the material was changed on that part a couple of years into production.
But other than that, I have no recollection of any repairs–other than routine maintenance– over six years and 140,000 (very hard) miles. And at the end, it still felt every bit as tight and solid as the day I picked it up.
I neglected to mention the other engines available in the W124. Of course in other parts of the world, that started very modestly, with the four cylinder 200, in either gas or diesel versions. But in the US, the lowliest W124 was the 300E 2.6 (also badged 260E later), a somewhat de-contented version with the smaller 2.6 liter six to lower its price a bit.
Although there was a huge switch in priority from diesels to gas versions in the US with the W124, it was available as a diesel too, and a very impressive one for the times. The 300 D Turbo had the smooth new six-cylinder engine, which was the most powerful of its kind anywhere at the time, and made the the 300D Turbo the world’s fastest diesel sedan (IIRC some 130 mph, or close to it). It did have some issues with its particulate trap filter that MBZ fixed under a recall.
It was later replaced by the 250D Turbo, a five cylinder version of the same family, and with a better balance of performance and economy. It is particularly sought after now among the MBZ diesel crowd.
Tha version is readily identifiable by its front fender vents. Their purpose? I’m trying hard to remember. They must have been functional, given Mercedes. Someone here will know.
And a few years later, the 400E came along, with its creamy-smooth 4.2 L V8. It wasn’t so much about drastic increases in performance, but about refined and luxurious forward thrust. Undoubtedly, the Lexus LS 400 had a lot to do with its existence, which rather played havoc on Mercedes’ whole strategy and pricing. But that’s a story for another time.
The same year, Mercedes also unleashed the über-W124, the 500E, whose development and assembly very much involved Porsche. Its bulging fenders hinted at its capabilities, and the 5.0 L V8 gave it blistering performance and a governed top speed of 160 mph. No; I haven’t found one here recently. They became almost instant classics, with only some 10,000 built over its five year run.
I’ve skipped over all the engine variants, as the list is very long. But the book ends are the 72 hp 200D, and 326 hp 500E; quite the spread. But even the weakest of them couldn’t mask the intrinsic abilities of this platform. It might take a while to get up to speed, but a lowly 200D was still happiest on the open autobahn, and could hit some 100 mph or so.
There were of course other body variants as well. The sleek CE coupe sat on a shortened wheelbase. The Sentra in front of it is just one of so many examples of how the W124’s tail soon appeared everywhere, with the distinctive trapezoidal tail lights, an angled trunk lid dropping down between them, and high-mounted license plate on the lid.
The coupe begot the Cabriolet, which continued in production for some years after the W124 sedans and wagon were succeeded by the blobby W210.
And last but not least, one of nicest wagon designs ever: the T version. If I’d gotten one instead of the sedan, I might still have it, given what a superb dose of practicality it injected in the W124’s other fine qualities. And if I ran across a really nice one now, it might break my long W124 dry spell. They say you can’t go back, especially some thirty years, but the W124 wagon makes a compelling argument against it.
Maybe this is a good place to stop, because the W124 story is endlessly long, literally. I fully expect them to be on the streets thirty years from now. And then maybe I’ll take up the story again–if I’m still around–and I can argue how the W124 was the best car of the last sixty years. That might not be all too hard.
Thank you for the detailed post here. Also, nice website 🙂
I recently purchased a 95 E320 with 210k on the ODO and it drives like a dream! There is the rust here and there and my power antenna is no longer in working order so it’s a hand wash which I don’t mind at all.
I wrecked my Subaru and a great friend who picked this up from auction (with the same model year Lexus 400) let me have it for 1k!
https://fbcdn-sphotos-b-a.akamaihd.net/hphotos-ak-xpa1/v/t1.0-9/s720x720/1455923_10155006630265445_3960833995929260455_n.jpg?oh=66de7e55e1e509a342e03d60cd8eb4c4&oe=556F8066&__gda__=1432804515_2bc1164958ad28d373eaac0689b46f61
https://fbcdn-sphotos-a-a.akamaihd.net/hphotos-ak-xap1/v/t1.0-9/s720x720/10313816_10155006629960445_4738944887863268556_n.jpg?oh=60e43d3f2e3b27d9bb28b19711fba72f&oe=556EBC66&__gda__=1429242845_c466e6e62530771a468754d9239ff607
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Where I lived until recently we had a Greek taxi company that bought these cars used and ran them until they fell apart, what never happened.
I remember one particular car that got me to the airport very often. The odometer had failed shortly before it reached a million kilometres and except from a slight clinking noise form the rear suspension the car was in exceptionally good condition regarding its mileage.
I have a 1980 123 240 Diesel Tan which I’ve nurtured for over 23 years.
The one W124 190 I tried to purchase had a salvage title on it and a ruined body frame.
Another guy who owned one I know was pleased but was consistently taking in the shop. My 240D on the other had, has over 500,000 miles (Original Engine) on it and I do Oil/Filter changes on it every 2000 miles or 6 months, which ever comes 1st. I recently had to replace the Oil Cooler lines and Oil Cooler but other than the doors sticking and having to replace the tired upholstery she is a fine and inexpensive Diesel Automobile to run.
where is the best place o buy spares for my 300TE 4Matic
awesome read. the w124 is a great car and for many of my generation (now in my early 30s) it has now become an affordable used car. whereas when i first got my drivers license, it was a top of the line vehicle driven by my friends’ wealthy parents or grandparents. now i am faced with deciding to go for one…
awesome read. the w124 is a great car and for many of my generation (now in my early 30s) it has now become an affordable used car. whereas when i first got my drivers license, it was a top of the line vehicle driven by my friends’ wealthy parents or grandparents. now i am faced with deciding to go for one and seeing if they can manage the NH winter ( I don’t have a long commute)…
Though functional the W124 is a remarkably bland car. At least it is serviceable as a half-way decent taxi in Munich.
Yes but I don’t recommend one as a car for your kids on P Plates and I am in Australia over a normal non embarrassing small car.Sure you avoid new car depreciation over buying the default Ford,Mazda or Nissan alternatives but at what cost of having to attend a shrink to explain with them what you did and the shame caused for life.
I’m on my second W124 M103–the first was this black ’92, a $900 snip with a bad head gasket, slivers of rear brake pads, and a driver’s seat I jumpered off a motorcycle battery to move into position. It sold when I had to find another shop space, and I truly regretted the necessity. My sweetie and I, with her two teen-age sons, drove back from Albany in the most truly awful winter night driving conditions I’ve ever seen…What with four studded snow tires and a pair of seventy pound tube sands in the trunk, the old Benz never faltered. That in-line six delivered the most fantastic torque from its 120 degree crank–it was ethereal in its silence and implacable in the snow. The heater and defroster were perfect, and the single wiper-cleared windshield never even so much as streaked with ice. In the dry, it could clip along in the fast lane for hours at over 90 with absolute aplomb, and was invisible to the cops, somehow. Loved that car. It took a couple of years to turn up its replacement, an 88 300E from down South with new shocks all around. $700, and I drive it daily three years later.
The 88.
I own The 250D Turbo version. Oil consumption is a common problem for W124. The fenders have vents because The radiator is smaller than The non-turbo version. That’s because Mercedes is supercharged by a turbo-compressor which is powered by The fan’s belt, it doesn’t have a gas turbine. The vents have some flexible plastic tubes which are bringing cold air into The engine bay (my W124 still has them) to.compensate The lack of cooling due to smaller radiator.
The passenger fender vents have nothing to do with the radiator or cooling, they feed the diesel air intake directly via a sealed port to the air box.
So here’s the deal: We have a 1989 W124 Station Wagon 250TD (i5) that was upgraded to the inline 6 of the 300TD and has a standard transmission. This car has great power and fuel efficiency (~50mpg!) Not sold in the US, It was driven from California to Costa Rica by the previous owner. The problem is finding parts in Costa Rica. I am writing this from the states and hoping to find some parts before we fly back in December. Right now, I am looking for a dome light and rear bearing.
The strengths and weaknesses of the article have manifested. Great suspension–expensive to maintain. Incredible engine: expensive to repair. A/c has been removed–terrible for costa rica! Engine overheats sometimes–perhaps because the a/c fan no longer connected. Seats are broken…passenger seat pokes through the floor. Missing trim strip on door. Please let me know if you have parts.
Strong, well built car. Low choice of mechanics and parts!
When you compare the US wagons from the 80s and 90s to the mb wagon there wasn’t any. Night and day. The us wagons were relics from the 60s and 70s while the mb was from the future. No joke. There was lots of room for improvement that the Germans were focused on. Nowadays the us carco s have caught up with style and performance. So much so that modern benzes just look ordinary. They don’t look special and solid like the used to.
Good article, the 260 was released due to then tax issues on fuel economy. I have one, a 1989 banger. Here in Australia they came with all the fruit, and my ACC worked perfectly yesterday in 31C. The work Toyota is nice & new, but for all our 124s age & fuel consumption (the most annoying bit of ownership), it’s not worth driving to a wrecking yard. Likely it’ll outlast humanity. Austere, heavy, uses juice, but gallops along the motorway and keeps pace with any modern box. Our other cars won’t touch it! ‘re plush interiors-I think a return to velour would be hilariously brilliant!
Dave K, is correct, one quality of these machines, they seem ‘invisible’ to cops!
That ‘formal’ tri-star adorned grill garners respect…
I have a fairly rare, well loaded `92 300CE-24 as my ‘classic’ nowadays, & it does
the job, being ( mostly) home-maintainable, with its analog control systems, solid
sensible traditional M-B build quality, yet remains a sure, reliable & excellent tourer,
& with sporty 7,000 rpm redline aplomb to boot…
The bigger V8-type brakes, & optional LSD/ Bilstein suspension give confidence,
even above the capabilities of the base units as noted by Paul.
Everything still works as designed, from the very comfortable leather seats to the climate control,
‘Hitler salute’ seat belt delivery arms, & the strange-ish pneumatic central locking.
& hey, you’ve gotta dig that smooth pillarless hardtop coupe style..
She’s a keeper!
Superb article. I’ve had the 190E in the family since my dad got one new 30 years ago.
The build quality of these cars is absolutely sick.
Handles better than most new cars, plants the road like a tank, and corners like a mountain lion.
Every amenity of a modern car. add a cellphone with GPS and you are set.
This is my w124 300CE-24 Coupe
I’ve owned three w124 300d’s (estates) and one E220 coupe. Really liked them, and thought the steering felt great. (most people don’t like the steering box system) great cars.
This was a good one to re-read, along with many of the comments. As for the brief Cadillac v. MB comparison, it is often heard that “Americans didn’t want hard seats and minimalistic interiors.” OK, maybe not. But did they want cheap plastics, grenading engines and unflattering styling? I don’t think they wanted those things either, but that was what Cadillac (and some other American manufacturers) gave us.
A stiff structure, a solid, quiet ride and sure-footed handling would have been a hit for Cadillac if the car had been reasonably attractive and durable. Sadly, it was neither.
I don’t know. No less an authority than David E. Davis felt the same about the W124—“best car”.
Can’t argue with the objective data: it was much quicker and more fun to drive, I’m sure (mind you, I’ve never driven either). And when it came out, for me it was an easy call over the conservative W123. Even then, I felt the interior was ‘scandinavianized’ compared to the W123 and the W126.
But now that I’m over twice as sold, I’ve become very fond of the W123. It exuded that Mercedes solidity, at a reasonable price financially, and a steep price in acceleration. Today, I’d rather have a W123. Diesel.
But the W124 is a great car for sure. And for me, it’s the last Mercedes that I felt was a great car–after TWO epic cars(W113 and W116), and ONE brilliant car that I admire a lot more now (W123), the W124 was a worthy member, IMO, of this great club.
The W116 replacement was too much… and the W124 didn’t stand out, even with it’s attractive exterior.
Four outstanding sedans that were a tough act to follow–W124 was the last one.
W123/201/124, glory days for Mercedes Benz…
I can´t disagree with this. What I would like to do is to place the 1995 Peugeot 406 into the same level as the Merc for its delivery of pretty much the same qualities, those being calm good-looks and well-judged mix of performance, economy, comofort and handling. Like the Mercedes here today, the 406 is all about professionalism and not flashiness. There is almost nothing I can think of to improve the car that does not affect the other parameters. More speed would worse the economy; more speed would worsen the ride; any additions of “luxury” (non-functional aspects) raise the price but not the performance or utility; make is smaller to improve economy and the comfort diminishes; make it a bit bigger and the economy and handling diminishes. And so on.
There are other cars where one or other parameter could be improved without worsening some other too much. With cars like the Merc and 406 all the factor are at or near perfect balance. That makes them very, very good cars indeed
Bruno Sacco deliberately designed the body to have larger-radius bends at the creases and corners to give the impression that the sheetmetal was much thicker than other vehicles — it reinforces the feel and image of solidity through the whole car.
The car mags have said this was the last of the really high-quality, engineering-standard Benzes. After this Mercedes went downmarket as Lexus stole sales from them, and their cars became much more built-to-a-price like everyone else’s.
Peak Mercedes. The W210 after this was a blobby mess. I found the redesign as disappointing as when the Acura Legend went to the RL. I wonder what happened.
My late father owned 1993 230E, which was stolen in Poland and replaced with 1995 E280. Eventually, he got a good deal on 2002 E280 (W210) so he traded his W124 in. My father made a huge regret as the laundry list of repairs and service calls for his W210 grew longer and longer each year. Mercedes-Benz had a massive recall campaign in Germany to replace the rusted out doors.
He reached a point that he wasn‘t willing to pay to fix anything and let his car fall apart. “The service centre couldn’t fix it or doesn’t know what’s wrong with it” was my father’s code for “they charge a ridiculous amount for this or that.” I ended up learning how to fix many things from watching YouTube videos and looking up the owner forums. And waited until he went aboard on holiday before I could fix them. When he came home, he said something about the fable of dwarves sneaking in at night to make and mend shoes. My mum revealed that it was all my doing. That was a turning point in my relationship with my father: he finally saw how much capable I am in fixing anything and figuring out the cheapest but most effective ways of fixing things in his car. Due to his age, he asked me to do the repairs around the house and his car at last.
I love these so much! Especially the “T” wagon. Awesome cars, all.
Late to an old party here, but story of my life.
And so to an empty room I say it’s doubtless that the W124 is fairly magnificent thing, for the reasons listed, which could be summarised as “imperturbability.” Yet there are flaws, and they’re not insignificant.
The steering was rather free of feel, and a bit vague on centre, both exaggerated by the hula-hoop wheel which also made it feel undergeared (which it probably wasn’t). I’m not suggesting ’70’s Japanese-assist-awfulness or somesuch, but a BMW 5series from ’88 shows how it could be done better.
The front seats of the first series were direct from the later W123’s, famously hard in the middle and a bit sproingy on the outer edges, infamously not universally well-liked. I found them unsuitable, making me fidget about after not too long. The ride of the 124 was excellent, but on the firmer side of supple, and these uninviting thrones were not tuned suitably and boinked out of sequence in big bumps. The discomfort might draw one’s attention to the road noise, which was not close to French car class (a German failing for years).
Other things could arguably be failings or eccentricities depending on how much they irritated (or not). The driveline was the long-standing Mercedes You Report We Decide type, namely a stiff old pedal that sent nothing much for it’s first travel, then a transmission that would put down it’s cuppa tea, yawn, ignore the lowest gear as too difficult to reach and only then decide to hook up, before holding each gear at the point of change because it favoured the slurring one to anything too abrubt. All this deciding was without regard to the rush you might reporting as needed at the wheel. If taking off in drive, btw, and deciding in a scare that 1st really was needed and thus pulling it back there, the kickdown could be utterly savage.
The brakes, at least in RHD form, had plenty of stop but also lots of the Mercedes squashy pedal of the time.
In short, if driving only around town on the hardarse seats, with the mooshy brake response and the under-then-over-responsive tranny, listening to the tram tracks thumping rudely underneath, it didn’t feel so much like a special thing as an eccentric’s way to spend a lot of money. Take it out of town for a fang, ofcourse, and it one’s opinion shifted a lot – as did one’s arse, in my case – but not quite to ecstasy, as the steering reassured but failed to fully report.
To be clear, I still love these barges, but have always thought reporting on them has always been a bit excitable. They’re not the Messiah, and in some bits are just a naughty boy.
Now, the true best car of the past thirty years? The Lexus LS400 of 1990. It did all the W124 did (including steer a bit lightly) but with refinement levels to make the Benz seems ill-tempered, all whilst being built in such a fashion as to make that car look cheap. And they actually don’t ever break, whereas the myth that W124’s can all be driven to the moon is just that. That they did all this out of the box while inventing a new status brand and changing both what a luxury car needed to be like AND being a raging financial success also makes them a game-changer of significance beyond being the best.
Yes, you are hitting some good (bad?) points there. I used to work at Mercedes, and I have owned the two top tier, standard range versions of W201 (190E 2.6 Sportline, manual) and W/S124 (300TE-24V, five speed auto), and while they have many good characteristics, reliability and quality can definitely be discussed. There are always one or two things to attend to, an over voltage relay, a drifting tempomat unit, minor trim details failing, AC control unit, unstable idling, surging during acceleration, oil leakages, head and exhaust gaskets and so on.
For my driving, moving from the 1992 300TE-24 to a 1995 Lexus LS400 saved at least 10% on the fuel consumption and it was in most aspects a better car. The W124 can survive road salt better than any similar Japanese car I know though, at least when I look at Scandinavia.
Justy B, seems your W124 was fairly worn, &/or had gone without due care for
a while – with the steering issue being a dead give-away – since notwithstanding the inherent trade-off of its steering box allowing an excellent turning circle vs
the sharper feel of a rack & pinion type, it is adjustable for take of up any slack
at the centre position, and esp’ if the alignment is correct with firm bushes/joints.
A drive in a properly set-up ‘Sportline’ would def’ provide a better impression.
Likely, the transmission was also in need of a go-over, (albeit it is an old school
‘slush-box’ device, and never intended to be ‘sporty’ as such, not even the 5-speed option – closer ratios and 1st gear start on part throttle with change
points to match the 7,000rpm 300E-24 DOHC Cosworth type – really is.)
The brakes on your example are evidently well below par, too, and if I am a bit spoiled by having the fancy 4-pot calipers, the pedal is firm and linear – the ABS
intruding only in fraught circumstances – and mine is also RHD.
The expensive option leather fully adjustable powered seats still feel too firm,
but they are well bolstered for position, and for comfort-wise regard its nothing a sheepskin seat-cover won’t fix.
As for road noise the W124 def’ requires the correct tyres to be fitted, for sure.
Ok, yeah, I do have a W124 (`92 300 CE-24) – which was a very pricey article of its kind – so it should give a much better account of itself than your machine – yet it really does offer a riposte to the – W124 as “barge” – ownership experience which you’ve described.
Whats the year of the first image?
For me this is the most beautiful of all the w124,s the vert.
Most of the cars I’ve bought throughout my life have been getting on for 10 years old, due to a combination of impecunity and parsimony. It gives you time to get over the marketing hype and to study the experiences of long term users and searching for a good one is half the fun. It’s best to buy quality cars with the minimum of accessories. KISS.
Hence I came to buy my first Mercedes, a W124, 7 seater estate with the 2.3 litre 4 pot. It’s a car that that is often described as handsome, seldom beautiful, a car that commands respect rather than inspiring love. Driving one certainly made me feel like an ubermensch.
The handling is superb. I remember one memorable trip chasing a well driven Astra van, a fine handling motor, across west country B roads. Despite having the power to weight advantage, he couldn’t shake me, though he nearly put himself in a ditch trying.
Tough as old boots, but lacking the ‘je ne sais quoi’ of the W123. Efficiency isn’t everything.
Likely the best car technically and dynamically in it’s price range and in it’s time, and an admirable car in many respects, no doubt. Best for the speed obsessed who want a family driver, maybe, but that was not the majority of US drivers, then or now. Besides the fact it was way too expensive, any number of more mundane cars were probably best for their more modest needs and wants. An ’84 Cutlass, Camry, Prelude, Cherokee, even if not in the pure technical sense of the superior machine, was best if one wants to get into semantics. It’s the needs vs wants vs quality vs price that makes marketing autos such a challenge and more of an art than science, unlike designing a car chassis. The Best or Nothing is fine for some, and it was the best family driving machine at the time for those that wanted what it had to offer and could afford it… it’s hard to argue otherwise.
As good as the W124 was, like any Benz nowadays they are an overly complex and fragile money pit, albeit still great drivers when right. Better find a good low mile well maintained one though, or otherwise be on good terms with a competent MB mechanic along a stout wallet, otherwise better buy a Lexus. A good friend just put his mint low-ish mile W220 up for sale, having discovered all this the hard way. He also bought his wife a 3 yr old used Cayenne. Needless to say she now has a new Rav-4.
MB no longer makes cars to their ’80s standards. My old black & red Heckflosse 220SE and a relative’s silver ’84 300D were the kind of Benz cars we so fondly like to remember. Maybe the W124 was their swan song, but after the mid ’80s, there’s not so much to like.
America had a few cars to rival the W124/W126s, not many, but a few:
’85-’91 and ’86-’92 C/H-bodies
’77-’96 B-bodies
’84-’92 Lincoln Mark VII LSC
’84-’89 and ’90-’97 Lincoln Town Car
But that was about it…those cars weren’t as good as the Benzes overall in terms of performance and refinement, obviously, but had solidity that rivaled them in some areas.
I don’t mind traveling outside of my area for for auto repairs. I’m in Los Angeles, California.
I have a Brown
1990 560 SEC Classic w126 Chassis Coupe.
I need help finding a place that either rebuilds or replaces engines or does modifies or does upgrades under the hood. Auto repairs on MBZ Classics 1984 thru 1991.
It’s hard to find someone to work on my car and I have 2 of these model classic MBZ cars.
I’ll leave a photos, so that people can understand what someone else tried to do, to make it become more sporty, Motorsport/Muscle-car like, when I purchased it.
I so enjoy this car. HELP Me… Lol
I may also include the other car that I purchased in February 2023 black color.
Thank you
Re2cher@aol.com
323/787/7056 text
Mona