Nobody goes there anymore. It’s too crowded.” -Yogi Berra
Much as the Yankee catcher’s famous “Yogiism” encompasses the idea of popularity keeping people away, the idea of a ubiquitous luxury car seems equally oxymoronic. Still, if ever a luxury car fit Yogi’s philosophy, it was the W123 Mercedes-Benz family. Launched as a four-door sedan in early 1976, with a slick coupe on a slightly shortened platform for 1978, and Mercedes’s first production wagon for North America starting in 1981, Mercedes built nearly 2.7 million W123s in the chassis’ decade of production.
When it launched in January 1976, the W123 was very much seen as a continuation of the successful W114/W115 line of mid-sized Mercedes sedans. Clean lines (some say timeless, some say anonymous, but none can deny that they say Mercedes) were credited variously to Friedrich Geiger and Bruno Sacco. Naming conventions followed Mercedes tradition: The engine displacement first (i.e., 240, 280, 300) followed by body style (nothing for the sedan, C for Coupe, and T for the Touring, or wagon) and engine (E for gasoline fuel injection, D for diesel). Changes made for the American market, beyond the expected luxury upgrades and a streamlining of powertrain options, included 5-MPH bumpers, sealed-beam headlamps, emissions controls as dictated by engine choice, and a visible VIN attached to the A-pillar.
The pillarless hardtop coupe launched in the spring of 1976, landing stateside for the 1978 model year; it rode a 3.3-inch-shorter wheelbase than the sedan, and arrived in the U.S. with a choice of gas six or diesel five power, the latter with a turbocharger starting in 1980. (The CE model received the 2.8-liter gas six, while the CD had the five-cylinder, three-liter diesel.) The wagon version launched in 1980 with a naturally aspirated diesel engine; this was replaced by the turbodiesel starting in 1981. Sedan, coupe and wagon were sold in the U.S. clear through 1985.
Gasoline and diesel W123s, in a bewildering array of four-, five- and six-cylinder models, were available throughout the W123’s life, but it was the line of diesel models that got the bulk of the W123’s American sales and media attention. (The early-days four-cylinder 2.3-liter gas engine was quickly dropped here.) Mercedes pioneered the use of diesel-powered engines in passenger cars back in the 1930s, and with the second OPEC crisis, interest in better fuel mileage–whatever the cost–gained interest and momentum. Soon, Mercedes was selling more diesel models than gas here in the States, and by 1982, the W123 was powered exclusively by diesel engines.
Specification improved as pricing rose: Later cars had anti-lock four-wheel-disc brakes, driver’s-side airbag, power locks, air conditioning and sunroof. Other comfort and convenience options were increasingly common as the years wore on. Also common was the turbodiesel engine, which came to the W123 series in 1980. The Garrett turbocharger took the edge off the diesel powerplant’s legendary sluggishness, boosting output by 53 horsepower, or a whopping 61 percent. This dropped 0-60 times into the 15-second range, a far cry from the 21-second slog it had taken without the blower. Models built for the 1984 model year and later were forced to wear catalytic converters.
In Europe, where fuel costs routinely double or triple what we see in the States, diesel-powered W123s were popular taxicabs: cheap and durable if maintained properly, and roomy and comfortable for passengers, which only added to Mercedes’s considerable legend of reliability, durability and comfort. Sales topped 200,000 units in Germany in 1979, the third German car ever to do so behind the VW Beetle and Golf. In the States, the W123 was festooned with every conceivable option: six-cylinder engines, automatic transmissions, wood trim, optional leather seating, sunroof, cruise control. And even with all of the fancy accoutrements, it was still designed to be your last-ever car, if you wanted or needed it to be–something to last you into the next century, back when that was a thing.
As such, the W123 series was not cheap in America: basic 230 gas and 240D diesel sedans had sticker prices just under $11,000 in 1976, and by the time the door closed on the W123 generation in 1985, the base price for a sedan had tripled, with coupe and wagon variants stickering for no less than $35,000.
Today, three decades after the W123’s demise, both the coupes and the wagons are cult cars. The wagon saw fewer than 200,000 examples built worldwide, with coupes even more rare–less than 100,000 built over the decade, meaning that coupes make up less than four percent of all W123s built. The 300CD coupe pictured here, a U.S.-market exclusive, was able to help Mercedes with its Corporate Average Fuel Economy (CAFE) goals: CAFE set at 27.5 MPG by 1985–but rather than calculating the mileage on each unit sold, CAFE allowed manufacturers to simply average fuel consumption for all models. A slow-selling coupe would have equal weight in the calculations, and another diesel model would help boost Mercedes’s CAFE numbers into an acceptable range. Mix in the relatively rare manual-transmission versions and the availability (and tweakability) of the turbodiesel versions, which have had their proponents for decades, and the coupes and wagons stand out as the odds-on favorites for W123 collectibles in the future.
Enough W123s were around in their day that plenty of people have memories of them, stoking the fires of nostalgia for millions; they were of sufficient quality that plenty remain today. Yet collectors aren’t snapping them up: You can find well-maintained, decent-driver sedans under 10 grand without much effort. It’s generally worth the wait to find just the right one to come along than to buy one cheap and start wrenching–as is usually the case for relatively inexpensive, relatively plentiful cars that are hard to swap out for stocks or real estate. The old adage of, “There’s no car as expensive as a cheap Mercedes” will apply here: Intricate systems, while durable, can crumble through years of neglect. Luckily, with well over two and a half million built, spare parts aren’t tough to come by, and the W123 is relatively simple to work on.
Today, the W123’s ubiquity–even 30 years on–makes it an intriguing vintage-car buy. The nicest low-mileage W123 should run you $15,000–less than half the initial asking price–with sedans running far cheaper. That means it’s a ground-floor opportunity. Or, as Yogi might say, “Nobody buys them anymore. There’s too many of ’em around.”
Timeline
1976 Launch of the W123 generation. Base price of a 300D: $14,057
1977 Base price of a 300D: $16,590
1978 Coupe model of the W123 launches in the States. Base price of a 300D: $19,180
1979 Base 230 sedan with four-cylinder gas engine discontinued. Base price of a 300D: $21,497
1980 The 300TD, the first production Mercedes station wagon to reach American shores, is launched. Base price of a 300D: $24,536
1981 The turbodiesel engine, previously available in the S-Class, makes its way to the W123. Anti-lock brakes now available. Four-speed automatic transmission now available. Base price of a 300D: $25,640
1982 The W123 is now only available with diesel power. Driver’s-side airbag now available. Base price of a 300D-T: $29,698
1983 The first year that a 240D doesn’t jump more than $1,000 year-to-year. Base price of a 300D-T: $30,973
1984 Diesel models in America are required by law to wear a catalytic converter. Base price of a 300D-T: $31,940
1985 Base price of a 300D-T: unchanged from 1984
1986 Production ceases in January, with 2,696,915 W123 models built. It is superseded by the W124, aka the first E-Class.
Recent Ads
1978 Mercedes-Benz 300CD Brown metallic, Saddle MB-Tex interior, sunroof. Automatic. Major 2010 restoration with MB Classic restoration parts. Drives as new. $14,900 obo.
1980 Mercedes-Benz 300TD Orange with tan leather interior. Automatic, 173,000 miles. Runs and drives great, and the interior is in good condition. $6,500 obo.
1984 Mercedes-Benz 300D Blue with blue interior, sunroof, 76,000 original miles. Last registered in 2011. Minor rust on body. Clean Carfax. $8,950.
Source: Ads courtesy Hemmings.com
Production*
1976-’80 230: 195,920
1976-’85 240D: 448,986
1975-’85 280E: 126,004
1977-’85 280CE: 32,138
1976-’85 300D: 324,718
1977-’81 300CD: 7,502
1978-’86 300TD: 36,874
1981-’85 300CD Turbodiesel: 8,007
1981-’85 300TD Turbodiesel: 28,219
*Worldwide. Not all models available in the U.S. for all years listed. Source: Daimler Benz
Price Guide
Parts Prices
Armrest cover: $95
Auxiliary fan assembly: $460
Axle shaft assembly: $545
Brake booster: $650
Brake caliper (front): $310
Brake caliper (rear): $355
Brake disc (aftermarket): $30
Control arm (upper): $160
Dash cover (Coverlay): $135
Door moldings: $75/each
Door seals: $280/each
Grille assembly: $730
Head gasket set: $85-$230
Hood star: $56
A Pro’s Advice
The 123-series cars are the finest engineered of the 20th century–they’ve lived and survived, and that’s the proof of it. It is an absolutely superb piece of engineering, and there isn’t anything like it. I see the 123-series cars as design icons of the 20th century. The market for the best cars is very strong; it’s popular with architects, filmmakers, fashion photographers–they all like the style now. Nothing wrong with that; it’s a very stylish car. -Mark Cosovich
Engine: The early 230 demands a timing chain replacement between 30,000 and 50,000 miles; a warning sign is the timing chain slapping the inside of the timing cover. The 240D is terribly slow; the five-cylinder 300D is marginally quicker, and after 1981 will have the turbocharged engine. Either diesel engine can be adapted to run on either biodiesel or pure vegetable oil, in case you don’t fancy filling up at the Flying J. Common leak points are the cam cover, oil pan and braided fuel return lines. Check all of the diesel injection system’s hoses; they shouldn’t leak, and are easy to replace if they do, but any leaking of fuel could point to bigger issues. Some play in the linkage between the go-pedal and the injection system is normal, but excess play could warrant a closer look. The glow-plug light should light for ten seconds, then go out. All diesels will smoke, but white, black or blue smoke indicates trouble. Oil should be changed every 5,000 miles or less.”
Body: Later cars were better rustproofed than earlier models, but no matter the year, check the jacking points, wheel arches, door bottoms, around the front and rear glass, and rocker panels (both outer and inner, even if you have to lift the carpet to check). Undercoating designed to resist corrosion can instead seal moisture in. The battery tray is susceptible to rot, as is the steel underneath it; this is where the front anti-roll bar attaches, so make sure it’s clean. Make sure that the body drainage tubes and holes are clear: They are located in the hood-hinge pockets and in the sunroof. Door and window seals can crack and fail over time; luckily, replacements are available.
Interior: American-spec Mercedes were offered in either vinyl MB-Tex or leather; MB-Tex interiors are very durable. W123 seats are generally regarded as supportive, but if the seat bottom springs are worn out (which is possible in higher-mileage examples) you’ll sit lower and the lumbar adjustments will hit you wrong. Instrumentation issues on this era of Mercedes are common: make sure you push all the buttons to make sure that the accessories work, and drive it to make sure that the speedo, odo and tach are working. Additionally, dash lights occasionally fail, which can be hard to see if you’re test-driving in daylight. A slow sunroof may just need its tracks greased.
Also check: An undersized battery makes things tough for the starter on diesels. Vacuum controls plenty of functions, like door locks; cars from warmer climes may have issues with tough-to-find vacuum leaks. Both shift timing and firmness on automatics are vacuum-controlled and easily modulated. Wandery steering is common, and can usually be adjusted; replacing a steering box isn’t cheap. Suspension bushings are cheap to buy, but a bear to install. The W123’s naturally compliant ride can hide worn shocks, and coil springs can crack or sag. Rear axles growl if they need replacement. Rear control arms are prone to rust where the shock sits. Cast a wary eye on a TD’s sagging rear suspension: The self-leveling feature can be pricey to repair. Finally, does the W123 you’re looking at seem tired? It might well be… and unless you’re looking for a project, there’s bound to be a less-used one around the corner.
SpecificationsEngines M115 OHC inline-four/OM616 OHC inline-four diesel/M110 DOHC inline-six/OM617 OHC inline-five turbo diesel Displacement 2,307 cc/2,402 cc/2,746 cc/2,998 cc Horsepower 86 @ 4,600 RPM/67 @ 4,000/142 @ 5,750/125 @ 4,350 Torque, lb.ft 116 @ 3,000 RPM/97 @ 2,400/149 @ 4,600/184 @ 2,400 Fuel system Stromberg 175 CD (M115), Bosch fuel injection (all others) Transmissions three- and four-speed automatic; four-speed manual Suspension front, all-independent; coil springs, double-wishbone A-arms, double-acting telescoping shock absorbers, anti-roll bar; rear: coil springs, diagonal semi-trailing arms, double-acting telescoping shock absorbers, automatic self-leveling system (wagon only), anti-roll bar Steering Recirculating ball, hydraulic power assist, 3.2 turns lock-to-lock Brakes four-wheel-disc, hydraulic power assist, optional anti-lock from August 1980 Wheelbase 110 inches (Coupe: 106.7 inches) Length 186 inches (Coupe: 182.7 inches) Width 70.3 inches Height 54.9 inches Shipping weight 3,070-3,405 pounds 0-62 MPH 15 seconds (300TD) Top speed 103 MPH (300TD)
Alternatives
1972-80 BMW 530i/528i (E12)
Price now: $3,000-$7,000 Pros: Sporting character, good chance of finding a stick, lighter than a W123 Cons: Harder to find (only a quarter as many made as W123), the thermal reactor/cracked cylinder head issue, no five-speed until 1980
1975-93 Volvo 240-series
Price now: $3,000-$9,000 Pros: Robust, reliable, safe, later models have more options, more 240s than W123s built Cons: Frumpy image, mostly frumpy performance, probably an automatic
Viewpoint
Mercedes-Benz W123 series sedans, coupes, and wagons are very well built, but their reputation for reliability is often exaggerated by sellers. These cars are rugged enough to run thousands of miles if they’re well maintained, but a high-mileage example that has been neglected can wind up costing you a lot of money. Parts availability is really excellent, whether from a Mercedes-Benz dealer or the local auto parts store, but you can quickly spend more on parts and repairs than one of these cars is worth. Buy the best car you can find. Paying more for a clean, well-maintained (preferably dealer-serviced) W123 will pay dividends in your enjoyment over the long haul. -Mike McNessor
Specialists
Mercedes-Benz Classic Center
Irvine, California
866-MB-CLASSIC
www.mbusa.com/classic
Bud’s Benz
Douglasville, Georgia
800-942-8444
Adsit
800-521-7656
www.adsitco.com
Martinito Motors
305-751-4741
www.martinito-motors.com
IPCO
Lilbur, Georgia
800-635-8590
ipco-inc.com
Reinvent The Wheel
541-952-BENZ
www.dieselmercedes.com
Eckler’s MBZ Parts
Titusville, Florida
888-843-2822
Ecklersmbzparts.com/hmn
K&K Manufacturing
Sparta, Michigan
800-876-4286
www.kkmfg.com
Visit the Hemmings Car Clubs pages at www.hemmings.com/clubs for news and information on over 1,400 car clubs!
