Below 300 Class
220. [1970s]. A few rare 220 gasoline models were made. I owned one, and it performed surprisingly well for its 4-cylinder engine on a heavy body. Acceleration from 0-20 a weak spot; acceleration from 50-80 amazingly strong.
220D [1970s]. The diesel version of the 220. Craig Tiano, who owned one, calls it "very slow, dangerously so."
190E. [1982-1994]. Mercedes' first real stab at an entry-level car. This car introduced the new multi-link suspension, which eventually spread to all models. 4-cylinder (2.3) cars were criticised for sluggishness. There are several loyal 190-series owners on the list; however, I think most of them drive the 6-cyl 2.6. Unfortunately, the 2.6 is quite rare in my experience, but becomes common after 199? when the 2.3 was discontinued.
190D. [198?-1994]. Diesel model of the new entry level Mercedes. The non-turbocharged diesel model was criticised for sluggishness above and beyond the call of duty.
C220, C280 [1995-2000]. This was an overwhelming improvement over the older 190s. Performance of the 4-cylinder models, as always, is a weak point. Many list members have pointed out a problem with oil leaks which should be looked after. Hans A Strom feels that they've built this car down to a price, and he wouldn't trade his 190E 2.6 sedan for one. Automotive magazines disagree, liking the new, higher tech design. But the "essence" of a Mercedes may have been compromised.
C240, C320 [2001-]. Yet another overwhelming improvement, the new C class is designed to significantly resemble the new S-class in appearance. It succeeds; the C looks like a 3/4 miniature S, albiet a shade short. You can recognize it immediately by the headlights - the dual lights, split on the eariler models, are now merged.
300 Class
240D. [1974-1983] Mercedes' base vehicle for ages. If you want good acceleration, check out the 300D. This has the same body style as the 300D from the same era, so I'm including it here. Occasionally found with manual transmission, a relative rarity.
300D, 300D TurboDiesel. [?-1985] Mercedes' mid-line vehicle. The TurboDiesel gives a significant gain in acceleration over the older model.
300TD. Mercedes' diesel station wagon, same comments as 300D.
300SD. Mercedes' diesel flagship (?-1980 in older body style, 1981-? in newer style). In the 1980s, the 300SDL and 350SDL were long wheelbase versions of the same model.
300E [1986-1995]. The mid-range Mercedes, a fantastic car in all respects. Fast, powerful, smooth. However, the traditional Mercedes enthusiast may bemoan a more plasticky style, with lighter components and a less firm door slam. When I had mine, though, I loved it. In strict design and drivability terms, probably among the best Mercedes made. It gets about 21mpg, as opposed to the 12-15mpg of the S-class.
300CE [Sometime after 1986 - 1995]. The same as the 300E, but with a gorgeous coupe or convertible body. This is a better looking car than the 300E, and yet it still seats four with reasonable comfort. As with all coupes, you pay in roominess, especially in the back seat. But for the solo driver who loves beauty, it's tough to beat if you want to pay the extra money for looks.
300E 2.6 or 260E. At various times, this car was offered as a less powerful relative of the 300E, using the less powerful 6-cylinder engine from the 190E 2.6. It shares all 300E virtues other than the power. I'm not sure how the performance is relative to the 300E; perhaps some owners might wish to comment.
400E This is a 300E with an 8-cylinder V8 engine. Although I don't have any hard figures, this car should go like crazy with the bigger engine.
500E. A rare collectible car, the 500E was a 300E with the engine from the 560SEL. This car blows away just about any other car on the road, but does it with the discreet invisibility of a true Mercedes. The sharp-eyed will catch the flared wheel wells and know you're driving something special. Final assembly and re-working of the car was done by Porsche. Alas, this car is no longer being made, although there is a rumoured successor coming soon. I found one used at W I Simonson in Santa Monica for $ 55,000 in May 1998.
The successor is, of course, the AMG-based E-Class. I don't know much about it, but expect it to be quite impressive, albiet wildly inappropriate for our tragically speed limited roads.
300D [1986-1995 in many areas]. Same as the 300E, but with a slower but more economical TurboDiesel. This car died temporarily in California due to emissions regulations, but a diesel model is once again available in all states.
E320, E420/E430 [1996 - Present] The new E-class Mercedes was much lauded as a daring and innovative design. The odd bug-eyed headlights and the presence of cupholders (!) were considered significant breakthroughs by the motoring press. They are applauded as being peppier and more fun to drive, but some people complain that the quality feel of the old model has been compromised. You may want to drive one back to back with the old model to see which suits you better.
The photo is of a 1997 model E420. In 1998, this has been replaced by the even faster E430; unfortunately, the new model has apparently faced either overwhelming demand or underwhelming supply, so you'll find it difficult to obtain. (The photo on the top of the page is of the same car.
S Class
The large, luxurious Mercedes represents the automotive state of the art.
The best performers by far are the V8 models. However, they can be serious maintenance problems if they are not well cared for. V6 models are more bulletproof, but you might not be happy with their performance. If you buy a car for performance, stick with a V8, live with the maintenance costs, but be sure you have a good one, and that you can afford to keep it running and happy.
The following pre-1973 models have a nice "vintage" feel, with more wood and more "classic" looking instruments.
280S A 6-cylinder S-class sedan, with a similar body style to the later 280SE models. Carburated engine; carburators apparently a maintenance weak spot. Pricing 1k-4k.
280SE. The fuel injected 6-cylinder engine. From 196? to 1972 on old body style. About the same price as the V8 models, this car is more reliable than the 4.5 V8, but a bit of a slug performance-wise. Continued with newer style through 1980. I believe that in the newer style, this was mainly, if not exclusively, a grey market car. Pricing $ 1k-4k
280SE 4.5. [1972-1973] The S-class body with a 4.5 litre 8-cylinder engine. Has a reputation as a beautiful car, which it is, but maintenance is pricey. Prone to rust. This car has held steady in value for the last few years, at least in California. It may have future collector value as the supply dwindles. Pricing around $ 5k. A SEL version is slightly better equipped and has a longer wheelbase.
300SEL [1969-1972]. Craig Tiano writes as follows about this model:
I believe you may have missed the 300SEL of '69-72. It was the previous high line car (even more luxurious than the 280SEL) with air suspension like the 600 of the same time period. The car came with one of 2 engines: 4.5 litre (yup, the same one they used in the 450SEL's 10 years later!) or the 6.3 litre (same as in the 600). The first 6.3 was built by a MB engineer as a high performance personal car. It worked so well that MB made it a production model. It is an amazing car for it's day: 0-60 times in the low 6 second range, will do over 150mph. Today, the air suspension is a maintenance nightmare. The 6.3's value ranges from nearly nothing (beater cars) to $45k for a pristine low mileage example. An average 6.3 with fully functional mechanics and suspension runs in the $15k range. The 4.5 version seems to top out at $10-12k for pristine cars, and not much less for fully functional daily transportation.
The following post-1973 models have a nice "modern" feel; you could easily confuse the interior of an excellent condition example with that of a brand new car. (I know because I own one). Handling has significantly improved from the earlier models.
300SD. [?-1991]. The diesel S-class model, entry level. In my experience as a 300SD owner, acceleration from about 0-20mph takes forever, and then it builds up and becomes quite quick. This is also a very smooth, plush and elegant car. Remember to change your oil every 3,000 miles on the dot. Unlike the gas models, this model designation remains the same through the next generation of S-class cars, so it has an especially long model life. See the newer S-class remarks for differences between the old and new body style.
450SE, 450SEL. [1973-1980]. The S-class gets a new look and a more rugged, rust-resistant body style. An excellent condition example can look fresh and contemporary even today. You can get them cheap, but they can be a maintence horror if not well cared for. Pricing around $ 2k-6k. (The picture to the left is of my old 450SEL, which served me well for one and a half years before dying of a cracked head :-(. Naturally, this picture was not taken at Fletcher Jones Motorcars, who would no doubt faint before even looking at such a car).
450SEL 6.9. An offshoot of the 450SEL, this car is often just called the '6.9'. According to Craig Tiano, "The 6.9 in proper tune, BTW, can only be described as having "rocket-like performance". The 6.9 still has the distinction of being the 'world's fastest production sedan'. A good 6.9 is now up in the $12-15k range." I've seen them for as little as $ 6k, no doubt in wretched condition. Beware, for any problems will cost silly money to fix. But it is a spectacular car when in first-rate condition.
450SLC This was built on the SL chassis. It's a coupe, not a convertible.
The next-generation S-Class. I believe these are the first cars to have the neat seat-shaped power seat adjusters. The climate control was also changed. Other than that, the cabin is surprisingly similar to the previous generation.
380SEL [1981-1984/5]. Another new look for the S-class. The 380SEL has a reputation for having a troublesome and underpowered engine. Pricing around $ 6-8k.
500SEL [1981?-1984]. The 380SEL with an engine more suitable for the marque, but still more troublesome than the more recent (1985+ models). Air suspension problems may exist in some models. Pricing around $ 6-8k. I believe most of these were grey market.
500SEL [1985-?]. A better engine and no more air suspension make this car significantly more expensive than earlier 500s, around $ 10-12k. I was told to avoid this car in favour of the 560SEL, below
560SEL [1986-1991]. Successor to the 500SEL, with the more powerful engine. $ 11-30k depending on year and mileage. Some of these models have air suspensions, which can be troublesome and expensive to repair.
420SEL [?-1991]. The low-end V8, less powerful than the 560 series but somewhat less expensive, too. As of April 2001, this is the car I currently own. It's not much slower than the 560. Curiously, insurance rates are much lower - I was quoted $1,200 per six months to insure a 1991 560SEL but only $850 for six months for a 1991 420SEL. Since performance really isn't much different, the insurance cost might be a major advantage for this model.
300SEL, 320SEL [?-1991]. The entry-level S-class, with the same 6-cylinder engine as the 300E. With all the weight it has to carry around, unlikely to impress performance-wise.
380SEC, 500SEC, 560SEC. Coupe versions of the S-class sedans. You lose two seats, get a shorter and thus more nimble car, and pay significantly more money.
600SEL, 500SEL, 420SEL, 320SEL. [1991-early 1999] They have (ahem) controversial appearance, sort of like a blown-up 300E. Some amazing features, like the parking guides and the dual air conditioning units (you can keep each side of the car 20degF warmer or cooler than the other). Later renamed S600, S500, S420 and S320.
The 12-cylinder 600SEL is definitely a collector's item, a high-mark in Mercedes history. Present management claims that it will soon be replaced by an 8 of comparable power; apparently the price ($ 128k) and potential maintenance costs caused customers to be somewhat cool to the model.
2001 update: they have changed their mind, and there is now an S600 with the new design.
Even the 320SEL (now renamed S320) is said to have startlingly good performance. I drove it in my 2001 search for a new car and can confirm this; it is quite sprightly. One interesting disadvantage: it marks Mercedes heavy turn to electronics, so your backyard mechanic can no longer keep it running; you have to go to more professional mechanics or your dealer. If you're used (as I am) to someone who can keep repair costs down by scrounging, maintenance on one of these can be a big shock.
The Coupe versions have been renamed CL500 and CL600. For a while, they were labelled S500 and S600, so you could not easily distinguish them from sedans unless you were looking at them from the side. Understandably, owners of these $ 97,000 plus vehicles weren't keen on the lack of differentiation, and this was eventually fixed.
S500, S430. At long last, the 2000 S-Class has emerged. I saw it at the 1999 Auto Show in January and here is a full report with pictures. The performance figures of the 8-cylinder S500 are indeed comparable to the S600's, due to the substantial decrease in weight enjoyed by the new model. Despite this, the new car is said to be even roomier inside than the old version. [2 April 1999]
Car magazine (UK) has given it a most flattering review. The S-Class now returns to its familiar "Best car in the world" status, after a 10-year hiatus with the previous model.
On 13 May 2001, I went to the Mercedes-Benz PowerTrip and actually drove a S430. I must say that it exceeded my already high expectations - I was extremely impressed by how well it drove, even compared to my just-bought 1991 420SEL. An awesome car for sure. See my link for the full report.
SL Class
Smooth, safe, sporty - and with one of the highest resale values of any car. Except for the gullwing, all these cars are convertibles.
300SL Gullwing. [1950s] Very rare. Paralyzingly expensive ($ 300-500k). Known as one of the best cars ever built.
230SL/250SL/280SL. Predecessors to the 450SL. According to Craig Tiano, they "were basically the same car, but with ever increasing displacement. The 280SL is fuel injected, so tends to be more reliable and significantly more expensive. Many say that the 280SL was the last true "sports" SL. Most 230SL's are manual transmissions, BTW."
450SL, 380SL, 500SL, 560SL This car has one of the longest production runs in history, from the early 1970s to 1990. When it exited stage right, it was still generating healthy profits for the company. Resale value is stratospheric; even clapped-out models go for $ 6k or so. Early 450SLs arrived from Europe with 350SL badges, and many users never replaced them. So your '350SL' is likely to be a '450SL' in reality. (Thanks to Craig Tiano for this information).
600SL, 500SL, 300SL, 320SL [1991-2002]. Buy a 500SL. You won't regret it, despite its stratospheric price tag. I've seen a used 500SL for as little as $ 35k (June 1998). The 600SL is said, oddly enough, to be only slightly faster than the 500 and not that much fun to drive. The 300SL is a bit slow; get the larger engine if you possibly can. This car was a technological tour de force, lauded by just about everyone who's seen it. A bona-fide hit for MB. List on the now renamed SL500 was reduced to $ 79,000 for the 1998 model year, and the somewhat sluggish 6-cylinder models have been dropped. Hopefully (from the buyers' perspective), this will cause used SL prices to drop.
500SL [2003]. A few of these have appeared as a 2003 model year car. Car magazine (UK) has posted a very flattering review of the vehicle, including their rarely given 5-star rating ("Drive before you die").
I have already seen a couple of them around the streets of LA. A very impressive looking car, but easy to confuse with the CL500, since both now have a hard top. I wonder if there's much point to the CL500 given the new model's performance and hard top.
This is said to be a much better car to drive than the old SL, and Car magazine claims quality is back up there, after slipping with the new S-class and some of the cheaper models.
SLK [1997-]. This is a brand new car, said by many to be far in flair to the traditional SL, at a price that definitely puts the SL to shame. Unfortunately, they appear to be extremely difficult to find. At $ 38,000 list, only 5,000 of them were cautiously released into the US market, so it's a seller's market, much like the Mazda Miata craze. I haven't seen any in the dealers, but I did see one on the road. (On Pacific Coast Highway in Newport Beach, naturally). The cool feature is the automatically retractable hardtop, the advantages of a solid coupe and a wind in the hair convertible seamlessly combined. Although the engine's has just four cylinders, it's supercharged and performance is said to be great, with 0-60 coming up in a little over seven seconds. Curiously enough, the American Car & Driver magazine tested the SLK, the new Boxer and the BMW 6-cyl roadster. They rated the BMW first, Porsche second and SLK third. Car magazine of the UK, normally not a real fan of Mercedes, ranked the Mercedes first, Porsche second and BMW third. That shows how closely matched these cars are; you probably want to choose which one you want based more on your personality than the merits of the cars themselves. According to Car magazine, a 6-cylinder SLK is coming soon.
Special Cars
600, 1965-1980. A little dear for most of us. Craig Tiano says:
The 600 of 1965-1980 is another model I think you may have missed. This was the flagship car. Available in "standard length" (also called short wheelbase or SWB) or "limo length" (also called 6 door or LWB), the car weighs in OVER 6000 pounds without passengers. Hydraulic door openers, air suspension, dual air conditioning, leather interior, no holds barred luxury. Engine is the 6.3 litre, with only reasonable performance due to the weight of the car. Rarely do these trade hands. "Nice" cars go for $30-40k, and at least one I have seen has an asking price of $140k, which the owner will undoubtably get since the car is 100 points and only 15k miles.
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