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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Not a 230 mph 2011 Brabus 800 E V12 in sight. Historically known as a respected tuner of current model Mercedes-Benz, Brabus now turns its attention toward oldtimer restoration and sales.

Brabus Looks Back
Oldtimers in Focus

Recent news from Brabus reveals an addition to this tuner’s traditional repertoire of overpowered 200 mph contemporary Mercedes; classic sales and restoration of selected Mercedes classics. In partnership with the German dealer group Lueg, Brabus Classics will source, restore and sell unique classic Mercedes as well as offer paint, upholstery and restoration services for clients.

Established classics such as the Pagoda range will be comprehensively restored at Brabus Classic. Prices will be massive, however, and with the current dollar/euro relationship we don't expect many of their cars appearing in the United States.

Young Classics Too

Nor will this new division of Brabus confine its efforts only to the established classics. With growing support for the emerging ‘young classics’ from Mercedes enthusiasts worldwide and Mercedes Classic in Fellbach, Brabus will follow suit offering restored post 1973 models as well. Mid to late ’80 SECs and 116 series sedans have been spied in the Brabus Classic workshops.

Special 116s series cars such as this 6.9 will be offered at Brabus Classics. The youngtimer awareness continues to expand among not only enthusiasts but tuners and restoration shops as well. Early Euro 6.9s are approaching 35+ years old. They are certainly milestone cars.

Mercedes Classic declared the 126 SEC range a young classic earlier this year. Are they now worth restoring? This Brabus Classics client certainly thinks so.

How Much?

Prices will be understandably staggering, however, if you wish to either have a car restored or purchase something in the Brabus Classics inventory. What’s the value add of the Brabus brand being behind the classic Mercedes you purchase or decide to restore? That remains to be seen as the proof will be in the overall quality of the final product. The current dollar/euro relationship skews a real world value judgement.

Regardless, Brabus’ classic commitment further legitimizes the growing sentiment that many of the Silver Star’s less glamorous products of the ’70s and ’80s are worth collecting and hence worth restoring. We present a few examples of the Brabus Classics inventory below.

Current Inventory

1971 280SE 3.5 Cabriolet. Fully restored by Brabus Classic. As new (or better?): Export Price - 250,420 Euros ($353,000 @ 4-20-11 exchange rate.)

19?? 280SL, Fully restored by Brabus Classics: 98,600 Euros ($139,026 @ 4-20-11 exchange rate)

19?? 380SL, 558 miles (from new or on restoration): 57,058 Euros ($80,451 @ 4-20-11 exchange)

Roy Spencer, editor MercedesHeritage.com
Photography from Brabus

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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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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

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A brand-new premium-class vehicle generation was presented to the public in September 1972. The first officially designated “Mercedes-Benz S-Class” – internal designation W 116 – replaced the W 108/109 series and was initially comprised of three models: the 280 S, 280 SE and 350 SE. The 280 S and 280 SE models featured the six-cylinder engine M 110 with dual overhead camshafts that had made its debut in the W 114. Six months later the S-Class saloon was also offered with the larger 4.5-liter V8 engine in parallel to the 450 SL and 450 SLC. At the same time the 450 SEL was introduced, its wheelbase lengthened by an extra 100 millimetres; as with its predecessor models, the additional space served to increase legroom in the rear. The long version was also available from November 1973 as a 350 SEL and from April 1974 as a 280 SEL.

Clean and compact 116 series styling introduced a new era of safety and performance. US bumper regulations would erode original design in 1974.

One noteworthy engineering innovation first featured as standard in the W 116 series saloons was the double-wishbone front suspension with zero-offset steering and anti-dive control, as tested originally in the C 111 experimental vehicle. This permitted further dynamic handling improvements. Rear suspension was essentially the same as the design that had by this stage been tried and tested over many years in the Stroke Eight models and which was also in use in the 350 SL. The 4.5-litre models were fitted with a coupled-link axle.

Short wheelbase 1972 280S shows fluted tail lites and rear head rests.

High level of security
In terms of passive safety, too, the S-Class was at the forefront of engineering. The variety of safety design features integrated for the first time into the 350 SL were of course included without exception in the S-Class saloons. The fuel tank, for example, was no longer positioned in the rear end but above the rear axle for protection in case of accident; in the interior, maximum protection was offered by the heavily padded instrument panel, yielding or recessed switches and levers, and a four-spoke safety steering wheel with impact absorber and broad padded boss.

Safest interior environment yet, 116 sedans offered padded steering wheel and padded dashboard as well as improved heating/ventilation system.

The most significant improvement over the predecessor series was the even stronger safety passenger cell with stiffened roof-frame design, high-strength rigid roof and door pillars and reinforced doors. By controlling the deformability of front and rear end it was also possible to improve considerably energy absorption in the front and rear crumple zones.

Initial engine offerings: 160hp carbureted six cylinder (160hp) and 3.5 liter fuel injected V-8 (200hp)

Special wind deflectors on the A-pillars guaranteed good visibility. In wet conditions these served as channels for dirty water, keeping the side windows clean in bad weather. Other safety features included wrap-around turn indicator lamps that provided good visibility even from the sides, and large rear lights, which offered good resistance against soiling thanks to their ribbed surface profile.

The W 116 series in the press

Auto, Motor und Sport, Germany, volume 2/1973, on the Mercedes-Benz 350 SE:
“The pleasure of driving a Mercedes 350 SE is sadly an expensive one and affordable only by a minority. This is regrettable, because for the considerable financial outlay one gets not only representation and a status symbol, but also more importantly a wealth of benefits that one would wish for in any car: A high degree of active safety and crashworthiness, perfected body design, outstanding comfort, large reserves of energy, effortless driving and exemplary craftsmanship. And all these highly desirable features come together to form an overall image in which one thing stands out above all – that this is one of the world’s most perfect cars.”