Throughout Mercedes' history, their coachbuilt coupes have all eventually achieved some level of collectible status. Have the 126 series coupes aged well enough to be collected today? We think their time has come.

Young Classics
Enter the SEC

When Mercedes Classic Germany announced their Young Classics program in early 2011,  it seemed there was more momentum in Germany for these newly crowned ‘Young Classics’ than in the states. 123 series diesel prices, particularly for wagons, were on the upswing in the states but 107 series SL prices had been stagnant for a few years and 114/115 sedans/coupes were failing to arouse much interest.

Also mentioned in last year’s Young Classic proclamation were the 126 coupes. In fact, Mercedes touted the entire 126 coupe production run from 1981 through 1991 as emerging collectibles. Understandably, any original manufacturer is generally out ahead of the masses when touting one of its earlier products as newly collectible. However, we’re on board with Mercedes-Benz not only regarding the SEC but any 126 series car, coupe or sedan.

126 Overview

Let’s have a quick look at this series of Mercedes. It’s safe to say that Mercedes longs for the period from 1986-1991 when all other manufacturers were chasing the Silver Star’s well established overall build quality, used market resale values and stellar JD Power survey ratings. I wouldn’t hesitate to call this era a post-war Golden Age for Mercedes production cars and the 126 series models led the way.

I’ll parse the 126 production run slightly and ignore any 1981-1983 380 variant as unacceptable due to the many shortcomings of the M116 engine. North America received the 300SE/SEL, 300SD/SDL, 420SEL, 500SEL/SEC, 560SEL/SEC during the 1984-1991 period we suggest focusing on.  Excellent, low mileage examples of any variant would be interesting. We’ll cover the diesels and sedans another time.

US model 500SEC reveals handsome if sober profile with crisp sheetmetal details, 14" wheels and grey fluted side cladding. The SEC became the gentleman's express and was the most expensive model available. Fumbling for the seatbelt was eliminated by electric belt extenders. With all windows down, the elegant pillarless shape shows to its fullest. Standard ride height should be dropped an inch or two for a more harmonious side profile.

Elite Young Classic
The SEC at a glance

The SEC in 5.0 liter and 5.6 liter variants were the most stylish and most expensive 126 chassis with the end-of -series 1991 560SEC listing new for a whopping $82k. Lavishly equipped for the North American market, SECs historically offered few options. The early 5 liter cars (1984/1985 US) date themselves with 14″ wheels and less than harmonious fluted grey (regardless of body color) lower side cladding. Power for the 5.0 liter cars was 184hp which seems paltry compared to the later 5.6 liter car’s 238hp, and the extra muscle is immediately felt when hustling a 560 down the road.

“The car is incredibly quiet at maximum speed. It’s very comfortable and the steering is dead positive, only needing a bit of correction coming into the quartering wind along the straight.”

The 1984/85 cars are simpler technically as well, lacking the rear self-leveling hydropneumatic chambers found on all 560 variants. All US model SECs feature leather trim (velour was a rarely ordered no charge option), anti theft alarms, power seatbelt extenders, ABS brakes, burl walnut wood trim, power door/trunk/gas filler locks and power windows. 560s were fitted with limited slip differentials and ABS/SRS were standard as were heated front seats. A passenger airbag arrived in 1989 and late series cars had more attractive and comfortable seat pleating. SRS (driver’s airbag) arrived as an option in the 1985 SEC. The short list of 560SEC options included a power rear window shade, electro-pneumatically adjusted orthopedic seats and for those of more substantial stature, reinforced front seat frames…

This studio shot shows a Euro (small bumper) 560SEC and reveals the slight nose up attitude characteristic of all 560SECs but not the 5.0 liter earlier cars. My presumption is the self leveling rear suspension is responsible for this tail squat. This is one clean, enduring design. Finding good examples today is a puzzle.

Buying an SEC

Which is the rarest 126 coupe? Throughout Mercedes history ‘S’ class coupes were never built in significant numbers and the production figures of the 126 coupes reflect this. Production for 1984 and 1985 500SECs was 1,608 and 1,667 respectively. US production of 560 SECs never exceeded 2,200 annually and I believe 1991 was the lowest production year but could not find data beyond 1990′s production of 1,183.

Which SEC should you buy? I won’t discourage you against any particular variant (aside from the 380SECs) and will remind all of the ethos of Young Classic collecting – Buy the highest caliber, lowest mileage example available. A hobbling, 198k mile 560SEC with rigid rear suspension, collapsed front seats, cracked dash and perished burlwood will only cause you heartache. Substantial reconditioning is not an option due to the still comparatively low values – a serious impediment for most Young Classics. Buy a great one or one that has tolerable needs. My dream SEC? I suppose it would be a mint low mileage 1989 Euro 5.0 liter with US smog devices removed to free as many of the 252hp (DIN) as possible. This car likely does not exist in the States so an untouched, low mileage 1991 560SEC would be just fine.

The September 1985 Road & Track article on the 500SEC sums things up quiet nicely after a speed test with a new500 SEC; “You’ve got to be fairly strong to keep this throttle glued to the floor all the time; it’s pretty heavy. The car is incredibly quiet at maximum speed. It’s very comfortable and the steering is dead positive, only needing a bit of correction coming into the quartering wind along the straight. […] The seats are firm but comfortable in the Germanic fashion. It feels like a large car, which it is, but nevertheless goes fairly quickly, and, again, the lack of noise is remarkable.” Indeed.

Young Classics you can buy:

It's not an SEC but this 1988 300SE is hard to ignore. We're quite comfortable describing this 34k mile short wheelbase, six cylinder 126 sedan as a 'museum quality' Young Classic. Every square inch is mind boggling perfection including the undercarriage. Update: My newsletter editing was interrupted by our good friend F. Aram who demanded to buy the car. At $12k it was a quite a bargain. We're hunting for spectacular 126 coupes/sedans.

123 diesel sedans have been gaining status over the last year. Our 96k mile 1985 (49 state non-trap oxidizer car) 300D-T is a nice find. With gorgeous paint and coachwork, spotless original interior and good paperwork, it's an excellent value. Contact us for more details: 650-343-7980 or roy@mercedesheritage.com.

Roy Spencer, editor MercedesHeritage.com
Photography from Daimler Media, MercedesHeritage.com and Mercedes-Benz of Oklahoma.

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Recently anointed by Mercedes-Benz Classic as a 'Young Classic,' superb 123 chassis wagons such as this 52k mile 1982 300TD continue to generate big money on the open market. This Manila Beige 1982 wagon was bid to $17,100 on eBay recently - not enough, however, to buy the car.

Young Classics: Strength in the numbers

Arguably the largest segment of the collectible Mercedes-Benz world, Young Classics continue to generate strong interest from buyers. Recent sales both from MercedesHeritage.com’s inventory and those observed on the open market reinforce rising interest in specific sedans and wagons that were generally ignored just a few years ago.

Spectacular diesel wagons have been leading the way with ultra low mileage 123 series turbo sedans and 126 series SDs trailing not far behind. Having made my living in the early to mid-’90s selling every Mercedes diesel imaginable, I’m very familiar with these cars and their foibles. When the supply of examples with acceptable mileage – below 100k – and healthy mechanicals evaporated, I no longer chased them and turned to other MBZ products.

Diesel market maker

Mercedes diesels were entirely off our radar until I stumbled upon Mercedes Motoring in southern California last year. Predominantly offering beautifully prepared 123/114 series diesels, the site was nicely presented and reflected massive prices. I mean massive. Founder JG Francis applies fanatical precision to preparing his carefully sourced cars. We’re not talking about tarted up dead diesels but the best examples money can buy.

We now keep a vigilant eye out for low mileage survivor diesels and managed to score a spectacular 55k mile 1984 300D-T a month ago. Yes, it was a chance find but I was ready to pay enormous money for it based on my new awareness of the market – thanks JG! Finished in 930 Silver Blue Metallic and carefully protected from day one, this leather interior 123 sedan was spectacular in every respect.  It’s on its way to Georgia.

An example of Mercedes Motoring's offerings, this highly prepared 1983 300D-T w/88k miles is offered for $22,500. Owner JG Francis is particularly devoted to this genre of Mercedes.

“Keep in mind most 123 diesels are hobbling, stinking old workhorses ready to consume thousands of reconditioning dollars.”

Our original paint, 55k mile 1984 300D-T sold for $20,700 after minor improvements. It was a complete package with full books, window sticker, zero paintwork and perfectly protected all its life. Yes, it drove extremely well...for a diesel.

116 Sedans

How are the 116 sedans faring? Generally, not particularly well. Most are throwaways. While 6.9s would be the most collectible, there are other potential 116 bright spots. A low mileage survivor 1978-1980 300SD will certainly generate interest. And I can report that an early small bumper, short wheelbase 450SE sedan has some cache’ as well. We just sold our amazing single owner, 32k miles survivor for $14k. It will be on a ship to Germany soon. And we shouldn’t ignore a low mileage survivor of the car of choice for any self respecting business titan of the late ’70s – the 1978-1980 450SEL.

The Young Classic action is not only confined to diesels. Our eye popping single owner Icon Gold 1973 450SE just sold for serious money...for a 116 gas sedan. It was not your average early 116 sedan, however. Single ownership, 32k miles, careful preservation and obsessive record keeping set this car far apart from all the 116 dogs.

Reality check

Don’t let these big prices lull you into overpaying for a ‘Young Classic.’ The cars we’ve just discussed represent barely one or two percent of the available cars. And each was professionally prepared and carefully marketed. Keep in mind most 123 diesels are hobbling, stinking old workhorses ready to consume thousands of reconditioning dollars. The same applies to any 116 sedan. The highly preserved, extreme low mileage cars with history will command the money discussed above. The rest are usually homely ‘drivers’ at best and often parts cars at worst.

Roy Spencer, editor MercedesHeritage.com
Photography from MercedesHeritage.com, Mercedes Motoring and unknown

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Mercedes Classic will now officially recognize a number of their more iconic post-1970 products as "young classics." Among the just announced group will be 280SL, 350SL and 450SL 107 series roadsters constructed from 1971-1985.

Young Classics
Recognizing the charisma of the ’70s and ’80s

Historically, Mercedes-Benz Classic has generally acknowledged that most  models comprising their ‘classic’ era were constructed prior to 1972. Defining what is and is not a classic has fueled an eternal debate among Mercedes-Benz enthusiasts and the executives within the company. Cleverly making a distinction between their obviously iconic ‘oldtimers’ such as Gullwings and the 300 coupes of the ’50s and newer unique silver star products, Mercedes began to to identify various ‘youngtimers’ over the last few years.

Is a 240D 3.0 a classic Mercedes-Benz? As of January 18, 2011 it is a new 'young classic.'

Mercedes formalized the concept in March 2009 when it established its first Young Classics store within the Mercedes Museum in Stuttgart. You could rent (!) or purchase a number of interesting sedans and coupes previously overlooked as truly collectible. The selection included 108 sedans, early 107 SL/SLCs and 123 chassis coupes. This signaled that the factory intended to support these vehicles in a more aggressive manner with parts, technical support and marketing.

Frankly, we have been raising awareness for these very cars for many years. Through our efforts with ourSL.com and more recently MercedesHeritage.com, we’ve spent hundreds of thousands of dollars refurbishing these ‘young classics’ and extolling the virtues of owning them to hundreds of new buyers. It can be argued that we have exerted more effort than Mercedes has over the last decade to promote these cars.

123 series 'estate' (wagons) are now young classics. High caliber, low mileage 300TD wagons have been selling for significant prices in the US. Gas models never officially came to the US.

Introducing the new Young Classics

And so the list of young classics expands. Mercedes has added the 1977-1985 123 chassis coupes and 1979-1985 wagons (generally all diesel wagons for US enthusiasts), the 126 coupes from 1981-1991, 114/115 sedans from 1973 forward and 1971-1985 280SL/350SL/450SLs.

While admirable, Mercedes’ interest in these cars is understandably not entirely altruistic. Anointing these cars as classics, young or otherwise, raises their standing – and potential value – among Mercedes enthusiasts. This new awareness should result in more youngtimers being saved, gradually  pointing more owners toward Mercedes to purchase parts and accessories. As the press release notes, “Mercedes-Benz Young Classics is an example of the range of possibilities that exist to translate existing strengths into additional profitable growth for our company.” Indeed.

The beautifully constructed 500/560 SECs from 1981- 1991 join the elite young classics. When well sorted, these are fabulous road cars.

Young Classic Stores

While the flagship Young Classic store resides within the Museum, Mercedes Classic promises new stores in Berlin, Munich, Dusseldorf and Hamburg. Expect the museum’s store to be enlarged and a certification program to be launched that will recognize particularly adept independent Mercedes repair facilities. Whether this plan spreads to North America remains to be seen.

An interesting dichotomy exists here. While the dedication and awareness for these cars seems stronger in Germany, the number of available solid cars is generally greater in the US. We have essentially no gas 123 coupes and wagons, but we have massive numbers of diesel versions. SECs are fairly common and of course the supply of 350/450SLs is endless. Ditto for the 114/115 sedans. Logic may dictate expanding the program to North America although enthusiasm here for some of these young classics is thin. We’ll continue to raise awareness for all unique Mercedes products – as we have for the last decade or so…

A thistle green 5 liter SLC and a champagne SL sit on display at the Museum's Young Classic store. These cars deserve recognition and Mercedes is insuring their enthusiasts know the cars will be supported for years to come.

Roy Spencer, editor MercedesHeritage.com
Photography from Mercedes-Benz

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Early 200 sedan in 516 Red. Supremely practical, roomy and economical, the long running 114/115 series Mercedes was wildly popular...and rather dull.

1968 Brings us the 200 Sedan

How about a slight, well…large departure from the usual focus on gullwings, 280SLs, 6.3s, the new SLS and such? The perfect counterpoint to the poster children of Mercedes-Benz’ glorious heritage has to be the “stroke 8,” so named for its introductory year of 1968 (although 67 units were constructed in 1967).

Stay with me here. The range began with the sober 200, a 95hp gasoline 4 cylinder sedan. This 2805 lb four door initiated a series of cars fitted with a wide variety of engine/transmission combinations which culminated nine years later when the final 1976 240D 3.0 (known in the US as the 300D) left the assembly line. A Mercedes-Benz for the masses, 114s and 115s were safe, reliable transportation for conservative motorists around the globe. “Exciting” was not an adjective generally connected to the “Stroke 8.” Dull, utilitarian, sober and practical were more to the point.

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2 Million Happy Owners

To the Daimler-Benz board of directors, however, the Stroke 8 was the most successful range of cars the company had yet produced. Performing duties as taxis, ambulances, pickups and everyday transportation, the range found 1,919,066 buyers! This was indeed a very exciting car for Mercedes-Benz’ profitability over the 8 year production run.

An elegant pillarless 2.5 liter coupe variant appeared in 1969. Modest performance and conservative good looks were the car's hallmarks. Today the coupes carry the most value.

Are They Collectible?

My philosophy is that any extremely well preserved original pre-1974 Stroke 8 is collectible. The caveat here is “extremely well preserved.” Here’s what I mean. A severely weathered, non-running or hobbling 280SL or 280SE 3.5 coupe or 220 ponton cabriolet is collectible because they have an intrinsic design appeal, dynamic performance capabilities and an enduring cultural identity. Most importantly, these and many other established Mercedes-Benz classics have adequate end value to justify restoration costs. Enthusiasts will step into the market and purchase such cars and return them to the road.

This is not the case with the 114/115 series, nor most fintails, ponton sedans and 108s for that matter. A heavily neglected Stoke 8 will not find a buyer as prices do not support any significant refurbishing – not even for a coupe. However, a highly preserved example is absolutely collectible and surprisingly rare. Highly distressed examples become parts cars and often are simply left to die. I’m certain a spotless original 220D would find an enthusiastic buyer as would any highly preserved example of the range. And of course an immaculate 250C/280C would be the most collectible of the series.

One of the many body variations constructed by Binz, this ambulance was constructed on the long wheelbase 114 platform used for the stretch limousine.

What to look for

Due to the Stroke 8′s generally low values, any significant reconditioning can swamp a car’s full value. Finding an up and running, reasonably presentable example is essential. Remember, we only recommend pre-1974 cars to avoid the crude emissions equipment and the offensive 5 mph bumpers.

Some of the trouble spots follow and most are typical classic Mercedes weaknesses.

Carburetors, Carburetors, Carburetors!
Rust, particularly on the trunk floor, rockers and inner wheel arches
Noisy AC Compressors
Subframe mounts
Leaking differentials
Heavy engine blowby, particularly in high mileage 4 cylinders
Distressed interior trim
Split dash pads
Balky sunroofs

Driving the Stroke 8

What about the driving experience? After using my 1973 280C regularly and spending the entire August Monterey week in the car, I can say the car is absolutely suitable for regular, comfortable use. With an enormous trunk, spacious interior environment and compact design, a sorted Stroke 8 rewards its driver with relaxed comfortable touring. My only complaints would be the slightly over-assisted power steering, typically soft suspension settings and…and…that’s about it! Visibilty is excellent and parking is a cinch.

Is this a respectable Mercedes classic? During my auction inspections in Monterey I parked my dark olive green 280C in downtown Monterey in front of a grigio metallic (Anthracite) Ferrari 360 Modena (one of the hordes of 360s that engulf Monterey each year). I popped in to a cafe for a mocha and watched as people walked by the cars. 80% of the passersby ignored the 360 and paused at the cool Stroke 8 coupe for a better look. Enough said.

Can we deny that this 280C is a handsome coupe? Buying an exceptional example is essential. Mercedes constructed 6,321 pre-1974 280Cs.

Click here to read a comprehensive essay on the Stroke 8 series.

Roy Spencer, editor MercedesHeritage.com
Photography Mercedes-Benz and MercedesHeritage.com

Recommended reading:

Mercedes-Benz Production Models Book 1946-1990 by W. Robert Nitske
ISBN 0-87938-190-6

Please comment on this article below.

Photography from Sun Valley Mercedes Dismantlers, Inc.

Have you been to the Mercedes Classic Center in Fellbach, Germany? We haven’t but thanks to an amazing group of images from Sun Valley Mercedes Dismantlers, we can take a virtual tour through many of the significant Mercedes-Benz constructed from the late 1800s to the 1970s and beyond. It’s a mouthwatering display of automobiles, many of which now reside in the Mercedes-Benz Museum. Enjoy this walk through the Silver Star’s storied past.

Here we see a whitegray(158) 300SL roadster, the 190SL competition car and a 300d convertible sedan on the rack above the 190SL.

Mint low mileage 107s sitting in storage containers. Could they have delivery mileage only? Are they V-8 cars or the M110 twin cams?

With the fabled original gullwing-engined high speed transporter having been scrapped in 1967, Mercedes created this replica for PR purposes. Seen here with a 1954(?) W196 GP car aboard, the ungainly appearing transporter was capable of sustained 100 mph shuttles with a race car on its back. An idea from the fertile mind of team manager Alfred Neubauer.

A mind boggling group here. Another W196 GP car (#10) fronts a Sauber Mercedes Prototype and sits next to one of the wankel engined C111s. Behind the C111 we find one of the streamlined 1937 W125s specially prepared for the ultra-high speed Avus circuit in Berlin. #36 may have been von Brauchitsch's car in which he won Avus's 2nd heat with an average speed of 160.37 mph only to fall victim to a failed transmission in the final. Forty-three degree banking allowed the astounding average speeds. Note two more orange C111s sitting in storage boxes above the streamliner.

W194 300SL conquered LeMans for Mercedes-Benz in 1952 and provided the platform for the street version (W198) Gullwing introduced to a stunned motoring world in 1954. These early cars were carbureted.

One of one. This is the one and only fiberglass Gullwing constructed. Inspecting it in Pebble Beach circa 2004, I found the experimental coachwork quality quite crude. Note the "ponton" turn signal housings on each front fender.

Under restoration, this 1954 Grand Prix W196 Streamliner was constructed for high speed tracks. The streamliner returned an aerodynamic advantage of 20.5% over the open wheeled W196. Kling, Fangio and Hermann drove these cars in 1954, the Championship going to Fangio. Note massive inboard finned drum brakes sitting behind radiator.

Mercedes-Benz's 250GTO? The Uhlenhaut 300SLR coupes were fearsome street cars based on the Mille Miglia winning 300SLR roadsters. Constructed for racing manager Uhlenhaut's personal use and never sold to private owners, the straight eight coupe's value could rival that of Ferrari's $25m 250GTOs. With center throttle and deafening noise, the SLR coupe would be quite a driving experience.

Where it all began, the circa 1890 Benz "patent motorwagon."

A W29 500/540k Convertible A or B - hard to tell. Constructed from February 1934 to November 1939, these cars represented the pinnacle of prewar automobile design. Total production of 761 units (342 five liter cars and 419 five point four liter cars) guarantee stratospheric values today.

Cabernet Red R129 SL was a gift to Princess Dianna. After the uproar caused by Britain's then most visible personality driving a German sports car, it was quietly returned to Mercedes.

Circa 1991 Sauber C291 long distance Prototype coupe. Michael Schumacher's tenure driving Peter Sauber's Mercedes engined cars groomed him for Formula ! stardom.

1997(?) CLK GTR thrilled endurance race crowds in the later '90s. This author was one of those thrilled watching Ricardo Zonta's qualifying laps at Laguna Seca. The program faded after Peter Dumbreck's harrowing back flip into the trees at LeMans 1999.

Fabulous recreation of the Bohringer 300SE competition car, the ultimate fintail.

Recreation of the Spa-Sophia-Luttich Marathon Rally winning 230SL.

Charming 114/115 "stroke 8" series also represented at the Classic Center. With over one million constructed from 1968-1976, this series represented Mercedes' most successful passenger car range yet. One could drive a good example daily today.

Interesting 1969/1970 mid-engined C111 project featured 3 and 4 rotor wankel engines. Final 370hp 4-rotor versions were potent road cars offering 0-60 times of 4.8 sec and top speeds of 186mph.

Work-in-progress 600 sits on portable dolly. Note bare 300SL frame on wall in background and W196 streamliner's nose under engine hoist.

Two very interesting cars. The car in the lift is likely an open latter '30s 770 and to its left you can just see the tail of a prewar six wheel military parade car. More of Mercedes' storied and today somewhat controversial prewar heritage.

Three liter straight eight powerplant powered Mercedes back to the top of both the Grand Prix and Sports Car Championship world during 1954/1955. A technical marvel with desmodromic valve gear and Hirth type crankshaft, output peaked at 302hp.

Gorgeous 1932 Maybach Zeppelin DS8 convertible was displayed at the sumptuous 2009 Mercedes-Benz Classic Center display at Pebble Beach.

Through the past darkly: rows of Mercedes icons in storage.

Roy Spencer, editor MercedesHeritage.com

Related links: Mercedes-Benz Classic Center Irvine, CA Parts, Sales, Service

Recommended reading:

The Mercedes-Benz Racing Cars by Karl Ludvigsen

Mercedes-Benz Grand Prix Racing 1934-1935 by George C. Monkhouse ISBN 0 904568 42 3

Mercedes-Benz W196 by Michael Riedner ISBN 0-85429-717-0

Please post your comments below.

The new Mercedes-Benz models of the mid-size series 115 and 114 made a clean break with the “tailfin” era with its unitary body. The saloon was sporty, elegant, up to date, and above all a saloon in its own right. It was a demonstration of respectable flair and love of technical innovation. On top of that it reflected the awareness of its developers for the newly defined role of an intermediate model series.

1968 220 began long series of versatile mid-size sedans, from taxis to ambulances.

Experts and public alike greeted the new intermediate class model from Mercedes-Benz enthusiastically when it was first presented to the media in January 1968. Internally all the Mercedes-Benz that appeared that year were given the abbreviation /8, but it was not long before the familiar “Stroke 8″ designation was accorded only to models from the upper mid-range.

The “Stroke 8″ was a major step forwards and set standards for subsequent generations of the midsize model series from Mercedes-Benz, today’s E-Class. Initially the model range comprised six saloons: the four-cylinder 200, 220, 200 D and 220 D models formed the 115 series. The two six-cylinder variants 230 and 250 were designated the 114 series and also, for differentiation purposes, a radiator with a large-mesh grille, of the sort fitted to the 280 S and 300 SEL 6.3 models since 1968. As the top-of-the-range model the Mercedes-Benz 250 was distinguished from the other models by its double front bumper. From the beginning the demand for all models was high and soon resulted in long waiting times for delivery.
Development work since 1961

Side view of 250 sedan from 1967 shows double front bumper and crisp, sharp styling.

Designers and engineers began planning the new model series as early as 1961 – the year in which the small tailfin had just reached the market. Project leader was Dr. Fritz Nallinger, Mercedes-Benz chief engineer, member of the Board of Management and Technical Director of Daimler-Benz AG. The technical structure of the forthcoming vehicle was determined by Karl Wilfert, Head of Body Development. This new intermediate class had to be an independent, successful model – that was clear to Development from the start. So the shared body was no longer an option. Stuttgart therefore strove to create a complement to the new luxury class 108/109 series for the year 1968.

As early as 1960 chief engineer Nallinger defined important benchmarks for the new vehicle. In direct comparison with the luxury class model the design was to be appreciably more compact than differences between the four and six-cylinder variants of the shared body allowed. In view of the smaller exterior dimensions, it would be important to ensure good space economy in the passenger compartment. The shape had to be timeless in its simple elegance. In 1964 the designers’ models already showed the outlines of the future saloon.

At that point, however, different designs of the front end were still under discussion. In analogy to the former distinction between four and six-cylinder variants, the versions of the new model family with smaller engines were to get a simpler front end with horizontally arranged rectangular headlamps. Finally, in early 1965, a decision was made to refrain from such differentiation, to which the two model series numbers 115 and 114 later still would testify. This was the year in which Professor Dr. Hans Scherenberg took over project management as chief engineer when Nallinger went into retirement.

Other body variants developed in addition to the saloon were a coupe, a long-wheelbase saloon and a station wagon. Whereas the sportier two-door and the long-wheelbase version of the saloon actually made it into production, the station wagon was ultimately barred from series production. On the other hand, the basic design of the rear end was later harmoniously transferred to the next model series, the 123, with only minor changes. In 1967 the production facilities for the new series were set up in Sindelfingen. Prior to the market launch proper, 1100 preproduction vehicles of the two series were produced there, limited initially to six models.

Stretched version of 220D and 230 sedans could accommodate eight.

1968: Premiere for the new model series in Sindelfingen and Geneva
Mercedes-Benz unveiled the “Stroke 8″ in a step-by-step approach. In December 1967 the series was presented to selected trade journalists in Sicily, then to further media representatives in January 1968. The general public got its first chance to assess the new saloon at the International Motor Show in Geneva that March.

The six models initially available met with the broad approval of the experts and the general public. The view expressed by the motor magazine auto motor and sport that Mercedes-Benz had dared to take a “stylistic swing to the left” can surely be put down mainly to the political situation of 1968. The “Stroke 8″ deserved all the more praise for its clear, classic yet modern lines and its fresh, sporty appearance.

And yet the Mercedes-Benz character that determines automotive identity was fully retained in this model. The designers and engineers handled a task well that called for innovation and sensitivity. On the one hand, a clearer distinction now was made between the luxury and upper mid-size categories in the Mercedes-Benz product line-up. On the other hand, the family resemblance between the now independent models was still visible.

Mid size platform ideal for diesel applications:Frugal 200D made 50hp.

Complete range: debut of the new series with six saloon models
The new Mercedes-Benz started out with six saloon models. The 200 and 220 were powered by the new four-cylinder M 115 carburettor engine, with 2-litre displacement (70 kW/95 hp) and 2.2-litre displacement (77 kW/105 hp) respectively. The 200 D and 220 D diesel variants also featured a new engine, the OM 615, in a 2-litre version with 40 kW (55 hp) and a 2.2-litre variant with 44 kW (60 hp) output. The 2.3-litre in-line six-cylinder M 180 engine of the 230 model was already familiar from the predecessor model; it developed 88 kW (120 hp), as in the “tailfin”. New in the engine range was the 2.5-litre in-line six-cylinder M 114, which generated 96 kW (130 hp).

For the new petrol engines of both series, Mercedes-Benz relied on proven technology: the four-cylinder 200 and 220 models (M 115) were fitted with Stromberg horizontal carburettors, the six-cylinder of the 230 (M 180) and 250 (M 114) models with two Zenith downdraught compound carburettors. The 250 model was also equipped with an oil cooler. The in-line carburettor engines had two overhead valves per cylinder and an overhead camshaft. The four-cylinder power plants (petrol and diesel) proved so reliable that the 123 series that followed in 1976 was initially equipped with the M 115 and OM 615 engines.

220 Diesel taxis became ubiquitous throughout the world.

Good handling owing to the diagonal swing axle
The outstanding constructional detail of the new model series was to be found under the boot: the “Stroke 8″ models were fitted with a so-called diagonal swing axle, making this the first Mercedes-Benz production car to have a rear axle with semi-trailing arm. The diagonal swing axle was equipped among other things with auxiliary rubber springs and a torsion-bar stabiliser as standard. Compared with the predecessor models, the new axle afforded distinct improvements in handling characteristics without sacrificing ride comfort.

The improved handling quality was also acknowledged by international motor journalists, who were invited to the old Targa Florio course in Sicily for a preliminary road test in December 1967. Snow, ice and the narrow mountain roads of the Madonie placed great demands on the suspension, but the Stroke 8 gave an excellent account of itself.

And the cars were not lightweight by any means. Wheelbase and weight of the upper mid-range series of Mercedes-Benz had grown consistently bigger from the “Ponton” (2.65 metres and 1.22 metric tons) through the “tailfin” (2.70 metres and 1.28 metric tons) to the “Stroke 8″ (2.75 metres and 1.36 metric tons). However, the overall length of the new model, 4.68 metres, was less than that of the 110 series. The new proportion of overall body length to wheelbase was also visible in silhouette, with balanced proportions and clear lines. The additional weight was due mainly to measures designed to improve passive safety, which put into practice the ideas of Mercedes-Benz engineer Béla Barényi, a pioneer in this field.

Coupe roofline rather accentuated angular overall design but was a popular seller with over 55,000 produced.

Coupe emphasises sporting note
From October 1968 the model line-up of the new Mercedes-Benz was rounded off at the upper end by the 250 C and 250 CE coupes. That same winter the Stuttgart company also introduced a long-wheelbase saloon. In particular, the launch of the sporty two-door was a highly regarded premiere. After all, this was the first time the brand with the three-pointed star had offered a coupe version as an exclusive variant in the intermediate class. Of the two coupes, the 250 CE model proved exclusive in a dual sense. Its 2.5-litre M 110 injection engine (110 kW/150 hp) was reserved exclusively to this body type.

In the 250 CE model, Bosch D-Jetronic was used for the first time in a Mercedes-Benz production car, an electronically controlled fuel injection system that made it possible to dispense with the conventional mechanically controlled multi-plunger injection pump.
Compared with the future coupes based on the E-Class, those of series 114 very closely followed the saloon in their design: neither wheelbase nor overall length differed; apart from the elimination of the B-pillar, the modified roof was evident as a result of an almost five centimetre lower roof line and the sharper rake of the windscreen and rear window. Even more exclusive, at least as far as price and unit volume were concerned, was a third body variant introduced by Mercedes-Benz in December 1968: the saloon with extended wheelbase (65 centimetres longer).

More space: long-wheelbase saloons
The concept of this vehicle was already familiar from the extended 200 D model of the “tailfin” generation W 110. The long-wheelbase version of the “Stroke 8″ also offered seating for the driver and seven passengers in three rows. At first, this most expensive variant of the “Stroke 8″, and the one with the smallest unit volume in production (in the end output in fact added up to almost 10,000 units), was available as the 220 D and 230 models. In autumn 1973 the 240 D model extended the range.

The long-wheelbase saloon, like its predecessor, was mainly used as a taxi and hire car, as well as by travel firms, airlines, embassies and government authorities. Since sporty performance was less important in these cars than fuel economy, the percentage of diesels among the eight-seaters was very high across the entire series: slightly less than 78 percent of all long-wheelbase saloons were ordered with a compression-ignition engine – an appreciably higher rate than for the standard wheelbase saloons.

Rescue vehicle another of the many body configurations constructed by Binz.

Chassis for bodies
In keeping with tradition, both body variants also were available as partially bodied chassis. They were fitted with special bodies by domestic and foreign bodybuilders. In particular, ambulances, fire brigade vehicles, hearses and other branch-specific special versions were produced. The ambulance bodies by Binz in Lorch and Miesen in Bonn attained a high degree of popularity. The best-known manufacturers of hearses included the coachbuilding firms of Pollmann in Bremen, Rappold in Wülfrath, Stolle in Hanover and Welsch in Mayen. Independent bodybuilders also supplied station wagons to the customer. Initially the 220 D, 220 and 230 (short wheelbase), and 220 D and 230 (long wheelbase) were made available as a basis for conversions. Then after the facelift in autumn 1973, the 240 D, 230.4 and the six-cylinder model 230.6 were also available as chassis.

New engines for the intermediate range
In April 1972 the 280 and 280 E models were added to the range. Both were available as saloon and as coupe and were powered by the newly designed 2.8-litre M 110 engine. The six-cylinder had overhead valves in a V configuration and two overhead camshafts. In the carburettor version it developed 118 kW (160 hp), and with manifold injection 136 kW (185 hp). The saloons of the new top-of-the-line “Stroke 8″ models could be distinguished from the less powerful variants even without the model plate: in addition to the familiar double bumper of the 250, they had a rear bumper that wrapped right round to the wheel cut-outs, as well as two tailpipes.

On the coupe side, the 280 C model superseded the 250 CE model, production of which was discontinued. The 280 CE model with the 136 kW (185 hp) injection engine extended the performance spectrum of the series and became the new top-of-the-range model. Since the appearance of the 280 and 280 E models, the 250 was delivered to customers with the 2.8-litre power plant M 130 from the 108 and 109 series. In the “Stroke 8″ the engine used was a slightly derated version, developing
96 kW (130 hp). The export version of the 250 for the USA and Canada had been coming off the assembly line equipped with this engine since July 1970.

1973: Facelift for the “Stroke 8″
Vehicle safety was the focus of an extensive facelift to which all variants of the 115 and 114 series were subjected in September 1973. Many of the new details were adopted by the engineers from the SL and SLC models of the 107 series and the current
S-Class (W 116). They included, for example, flexibly mounted exterior mirrors adjustable from inside, as well as dirt-deflecting moulding on the A-pillars that kept the side windows clean even in the most inclement weather, plus a rain runnel on the rear window.

Particularly conspicuous from the rear view of the car were the ribbed tail lights for minimising dirt collection. This safety-relevant design element was to shape perceptions of Mercedes-Benz passenger cars of all classes over future vehicle generations. The four-spoke safety steering wheel from the R/C 107 and 116 series entered series production of the “Stroke 8″ six months before the facelift. From March 1973 onwards, head restraints and inertia-reel front seat belts then also became part of the standard equipment of the 115/114 series.

Highlights from the luxury class and new engines
The improved models were also updated visually to match the look of the S-Class in particular. The radiator grille was now lower and wider, the side windows no longer had quarterlights, the licence plate panel was attached to the front bumper instead of underneath it, and the handle of the boot lid was given a different shape. As the front apron was also adapted to the design of the S-Class, the 250 through to the 280 E models – together with their coupe equivalents – lost their double front bumper. The only saloons of the series that continued to stand out visually from the other variants were the 280 and 280 E, since the designers left them their long rear bumper.

New four-cylinder engines were a part of the model refinements. Since autumn 1973 the OM 616 (48 kW/65 hp) in the 240 D was the top engine in the diesel model range. The 2.3-litre version of the M 115 with an output of 81 kW (110 hp) was the drive unit behind the new 230.4 model, which replaced the 220 model. The four-cylinder engine was powerful and cultivated and quickly made the vehicle a favourite. The suffix “.4″ in the model designation of the new 230 became necessary, because the six-cylinder variant with the same displacement continued to be carried in the range. To make an exact distinction, Mercedes-Benz now offered this original 230 as the 230.6 model.