The new W114/115 Mercedes may not have looked all that different stylistically from the larger S-Class cars (250/280/300S/SE/SEL), but it was the biggest change under the skin in a long time for the brand. Gone at last was the rear low-pivot swing axle suspension, replaced by a semi-trailing arm IRS and a new front suspension too, setting the template for all Mercedes to come until the all-new W201 190 with its new multi-link rear axle and front struts.
These cleanly styled cars penned by Bruno Sacco were paragons of the Mercedes design and engineering principles so strongly espoused by the company at the time. They were as roomy as the swb S-Class cars, and covered a wide range of engine choices and performance. R&T tested two of gas engine versions, the four cylinder 220 and the six cylinder 250.
Mercedes was really going against the American longer, lower, wider mantra at the time. Despite being several inches shorter, narrower and yes, lower, these new cars had better interior and luggage space, paragons of space utilization considering the modest 108″ wheelbase and conventional front-engine, RWD configuration.
The interior was deemed “conservative”; “Mercedes traditional” might be more accurate. The dash is an evolution of the one used in the S-Class, with the key instruments positioned directly before the driver in a raised pod. Visibility was of course superb; it didn’t get any better actually.
The ride wasn’t improved by the new suspension, but the handling certainly was: “Their stability in fast highway driving just has to be experienced to be believed”. True that; designed to roll down the autobahn as fast as the engine would allow, for hours on end. The oversteer at the extremes was gone, and the power steering (manual in the 220) was highly accurate. And then there were the four wheel disc brakes. All of these together with a body built like tank combined to create the classic Mercedes experience at the time that so set it apart from the typical American sedan.
The 116 hp 220 four wasn’t exactly overly brisk, but it got the job done, certainly quicker than its 65 hp diesel counterpart. The 146 hp six was of course more eager, if not exactly to BMW six cylinder standards. Both cars came with the latest four-speed automatic, which did start in first gear, if only momentarily. But then it had to, as this was still a fluid-coupling box, not the torque converter version that replaced it.
R&T was impressed, all-round, with only a few minor niggles; well, that and their very high prices. They weren’t overtly sporty like BMWs, and they weren’t really luxurious either. But they were highly capable of taking on anything thrown their way, and offered a totally unique combination of qualities on the market.
I’m a tad too young to have any sense of the cachet of the M-B brand in the US prior to the 1970s. Did they sell very well on prestige?
The Volvo 144 had premiered the year earlier than the M-B 220 and had a basically similar appearance to the Mercedes, but the MSRP was $3000, significantly less. Also of note, one could buy a ’68 Sedan deVille for less than the 220, around $5800.
My dad owned several (not this model) and my (childish) impression was that because they weren’t flashy or nearly as expensive as they later became, nor as well known, at least in Middle America, snob appeal wasn’t that big of a factor. They were still too much of an oddity.
That is, the average person didn’t see them as being a frankly a prestige car like a Cadillac or Lincoln. That’s still what you bought if you wanted to show off, to put it bluntly. Everybody recognized a Cadillac from half a mile away.
All this was about to change in the Seventies.
From my recollections, Mercedes Benz sightings prior to 1970 were relatively rare, with 220 diesels seeming to be the most popular. Seeing a big S class was extremely rare. As Evan above said, these were very expensive, more than a Cadillac deVille.
Owners seemed to be an eclectic bunch – fairly wealthy early adopters, scientists, college professors and such. Definitely not car people, but those attracted to the perceived superiority of German engineering, with price a secondary concern. Keep in mind, this was an era when Cadillac was still considered by many as “The Standard of the World”, and most luxury car buyers would consider nothing else. This all began to change soon after, when Cadillac was decontented and debased, becoming little more than a huge, overweight Chevy Impala.
I didn’t see your comment before posting, but yes, 100%.
I had a ’72 MB 250 and traded it on a ’89 Chrysler New Yorker Landau–2 luxury cars of similar size. The Chrysler was more comfortable and refined than the Mercedes. First things I noticed: The clattery engine was now silent and butter-smooth. The transmission (with that stump-pulling 1st gear in the Mercedes) went from jerky to velvet. The Chrysler ride was softer and smoother; the seats were much more comfortable and the leather proved to be as durable as the hard MB Tex vinyl. Mercedes’ “Tobacco Brown” paint needed constant waxing to prevent dullness; the paint on these Chryslers was mirror-sharp and always shiny.
True, the Chrysler wasn’t the bullet-proof tank the Mercedes was, and it has less prestige. Chrysler’s weakest point was the steering, which was easy but numb–needed constant little corrections going down the interstate. I later bought a ’91 Imperial and replaced the suspension with Strutmasters which made the ride a little firmer, and I believe, better. The Chryslers had plastic wood trim, not real like Mercedes. But the fake wood was not obnoxious like it was in the ’70s.
If Chrysler had built their 1989-93 New Yorkers and Imperials with Mercedes steering and Strutmasters, and added a little more styling refinement and real wood, I think you’d really have something–sort of an “American Mercedes”. But then Chrysler would have to charge more for the cars, which the market–not willing or able to appreciate such refinements–would not bear.
Stephen: I kind of agree with you on that. I always liked those older Chryslers for comfort and cool but often quirky styling. Funny thing that you compare them like you do, because in only a few years after your 91 Imperial, Chrysler and MB joined in a merger (more like a takeover by MB) around 2003. In fact, the still current but hugely outdated Chrysler 300 is a derivative of the MB E-class.
It’s not really a “derivative of the MB E Class”. Rather than write it all out for you, here’s a good description in Wikipedia of the various parts from MB that went into the 300/LX:
The Chrysler 300 is based on the rear-wheel drive Chrysler LX platform with Chrysler executives confirming that Chrysler engineers were sent to Germany to study the upcoming E-Class and as such, structural elements of the car’s foundation such as the toe board, safety cage architecture, as well as the load-path philosophy ending up being derived from the design(s) utilized by then-partner, Mercedes-Benz. Mercedes executives also confirmed that several individual components of the car are derived from the Mercedes-Benz E-Class (W211) and S-Class of the era.[17] Shared and or derived components from Mercedes-Benz included: the 3.0L OM642 turbo-diesel V6 used in overseas markets, the rear suspension cradle and 5-link independent rear suspension design derived from the E-Class, a double-wishbone front suspension design with short-and-long arm front suspension geometry derived from the Mercedes-Benz S-Class (W220). Components from the suspension such as the lower control arms were borrowed from the E55 AMG and have been verified by independent mechanics as being able to be interchangeable between both cars. Additionally, the 5-Speed NAG1 W5A580 transmission, rear differential, driveshaft, ESP & ABS systems, steering system, the CAN Bus electrical architecture, cabin electronics including several other electronic and engine modules were pulled from the Mercedes-Benz parts bin. Further, switchgear such as the cruise control and turn signal combination stalk, seat controls, seat frames, HVAC system(s), and the wiring harness were utilized from Mercedes-Benz components. Later model years also feature a Mercedes-Benz-derived laser key ignition system in place of the traditional metal key. AWD models also benefited from the use of Mercedes-Benz’s 4MATIC system, including transfer case components.
Paul,
That’s a great description on it. Thanks. I was selling at a Chrysler store back in 2004 and trained on those products. The thing that stands out the most was the cruise stalk lifted right out of the E-class.
My junior high best friend’s parents had a 190 Fintail. His dad was an engineering professor and did a one year assignment in Europe, in 1969, with the whole family. They picked up a new 220 on European delivery. When the car made it to the US a year later it seemed very modern to me, compared to the eight or nine year old Fintail. Both cars had the 4 speed manual with column shifting; his Dad liked that and I think it was a special order for the otherwise US and California compliant 220. I drove both cars after getting my license, including a long stint behind the wheel on the newly opened portion of Interstate 5 north of Bakersfield, and found it very pleasant compared to my parents’ Volvo 122S.
Having trouble with posting a comment (response) to Stephen’s comment above. I tried several times, but oh well.
Years ago I picked up a 1969 MB 230 sedan just like these. I was the 3rd owner and all of us lived in the same smaller mid-west farming community. The original owner had ordered the car specifically with the 4 speed manual, Thermo King A/C and NO RADIO! It was light blue with dark blue benz-tex seats. A factory plaque just had the number 230 where the radio would have been. It had the gas engine (inline 6??). The car was very clean and super low miles and was a blast to drive. However, it became tiresome on the cruises having to constantly be shifting all the time and with no radio, it got old. After a few years of enjoying ownership of her, it was time to move on. I placed an ad in some cars for sale magazine and she sold to a couple out in the state of Washington. I then quickly replaced her with a 1987 Chrysler 5th Ave in white/blue. Much more comfortable to drive.
We came close to buying a new 240 in ’74 but bought a leftover new ’73 SAAB 99 instead. The 240 was a well-built tank but the 99 was far more advanced in many respects. I thought we made the right choice at the time and still feel that it was, for us at least. The Benz was just too conservative, even if it was an excellent car. Later on we migrated to a number of Volvo 240s, an even more conservative car in many respects… increasing age does make one increasingly risk-avoiding it seems.
Thanks for posting. My parents bought a 250 with a manual trans new in 1971. Since then we have owned many Mercedes. I currently have 2 w114 cars.
BTW: Paul Bracq designed the w114/115, not Bruno Sacco who designed cars in the ’80 and ’90s. Both created timeless designs that have not been seen from Mercedes since.