The original Mercedes-Benz S-Class is a real number generator. It ended up being offered in nine different model forms, sold 473,035 units in its eight-year lifetime, and took six years to develop. That’s before you get into the performance figures for the V-8 models, which could do the 0–60mph sprint in as little as 7.2 seconds.
Mercedes began its work on this new luxury sedan in 1966, with the plain intention of making it the best four-door car in the world. That was quite a mission, when Rolls-Royce had not long ago launched its Silver Shadow to huge acclaim, but the Germans saw this more as a benchmark to surpass than a hurdle. The handsome Friedrich Geiger–styled lines were signed off by the end of the 1960s, and the new Sonderklasse, which is German for “Special Class,” told you everything you needed to know at the car’s unveiling in 1972.
With one eye on the fuel crisis of the period, Mercedes wisely introduced its new sedan in Europe with either a 2.8-liter straight-six or 3.5-liter V-8. Compared to the Rolls-Royce’s 6.75-liter V-8 and the big motors used in most U.S. luxury sedans, the S-Class looked positively parsimonious. That didn’t mean it wasn’t capable of lifting up its lederhosen and getting a shift on—even the carbureted 280S could reach 118 mph. Opting for the fuel-injected 280SE, and the figure rose to 125 mph.
However, it’s the V-8 engines that made the most impact on road testers and buyers alike. The Euro-spec 350SE offered 197 hp and a good deal more torque than its smaller sibling, but much more was to come. In 1973, the 450SE arrived with a 190-hp 4.5-liter V-8 and could be had in longer-wheelbase SEL form. The SEL added four inches to the length of the S-Class, which was already two inches longer and wider than the car it had replaced in 1972. This extra room offered rear passengers that limo-like experience to tempt buyers away from a Rolls-Royce or a Cadillac, and plenty of buyers gave in to the temptation.
Then Mercedes upped the ante all over again with the 450SEL 6.9. Packing a gargantuan V-8 with 286 hp in Europe and 250 hp in the U.S., this long-wheelbase–only S-Class showed the Silver Shadow and Jaguar XJ12 a clean pair of heels thanks to its 140 mph top speed and 0–62 mph time of 7.4 seconds. Little wonder this model became the choice of car for many Formula 1 drivers and celebrities.
At the other end of the scale, Mercedes also offered its U.S. customers the 300SD model, which was a response to Corporate Average Fuel Economy (CAFE) regulations and allowed Mercedes to carry on selling its big V-8–powered models. The 3.0-liter, five-cylinder turbodiesel (the world’s first turbocharged diesel passenger car) sold surprisingly well and earned a reputation for longevity that has developed into a cult following today.
While never as overtly luxurious as a Rolls-Royce or as nimble as a Jaguar, the W116 Mercedes S-Class won many admirers for its vault-like build, reliability, comfort, and relaxed high-speed cruising. That holds just as true today.
What’s an S-Class Like to Drive?
The first thing you notice as you step into a W116-generation Mercedes S-Class is the satisfying “whump” as the door closes. It foretells of the deep-seated quality of these cars, which is not necessarily the impression given when you look at the dash and dials. Everything you need is there, including air conditioning in many cars, but it doesn’t have the charm or warmth of a Jaguar XJ’s cabin, for example. On the other hand, the S-Class affords superb all-round vision, and the front seats are ideally padded and supportive.
Turn the key and shift the lever into Drive—all but the diesels and a few 280s were autos—and there’s a small but perceptible rocking movement as the gear is taken up. Release the brakes and the S-Class glides forward at the first touch of the throttle pedal. In the 280 models, you need to push the pedal a good bit further to generate the sort of acceleration needed to keep up with modern traffic, but the V-8s have no such concerns. The 450 and 6.9 models don’t just mix it with current cars, they can still show many the way to go thanks to their deep-lunged shove.
At higher speeds, it’s again the V-8s that feel the most refined and at ease with life, though the 280 happily cruises at freeway speeds. It also seals out wind and road noise well so long as the door rubbers are in good shape. With four occupants onboard, the S-Class is a classic car that can be used for those far-flung holidays, and the trunk is plenty big enough to cope as well. Only those on the back seats might find some cause for complaint, as it’s more cramped back there for knee space than you would expect. In the SEL version with its added rear room, this problem disappears.
You might think the 6.9 is the one to have, thanks to its colossal power and pace, but the smaller 4.5-liter motor is the pick of the lot. It revs a little more freely, which makes up for the power gap between it and the 6.9. However, when it comes to smoothing out flawed road surfaces, the 6.9 has the upper hand with its standard hydropneumatic suspension at all four corners. So long as the system and its components are sorted and working as they should, only a Jaguar XJ or Rolls-Royce Silver Shadow can match the ride quality of the S-Class from its period competition. The other S-Class models still deal with bumps admirably, and the 280s are the nimblest in corners thanks to less weight on the nose. The power-assisted steering of the W116 is light next to modern cars, but it delivers enough feel and information to allow for brisk driving.
What might temper faster exploits is the fuel consumption of the S-Class. The 280 can be cajoled to 25 mpg, but the V-8s return an average of around 14 mpg. If that’s an issue, the 300SD was good for 30 mpg in its day.
How Much does an S-Class Cost?
The disparity in W116 Mercedes S-Class prices is one of the anomalies of the classic car world. Whether it’s because many consider the cars too complex to work on or not as cozily clubbable inside as a Jaguar or Rolls-Royce, values are lower than many other Mercedes from the period. The carbureted 1975–76 280S and fuel-injected 280SE of 1977–80 are the cheapest way into W116 ownership, and you can find solid #3 (good) condition examples of the 280S for around $12,000, while the slightly more posh 280SE in similar shape can be hand for just $7200. Any 280 at that price will allow you to use it (and look great doing so) while putting in some work. If you’re after a more fully sorted #2 (excellent) example, figure about $22,000 for an S and $18,000 for an SE.
If you’ve got your heart set on a diesel-powered W116, a 1977–79 300SD in #3 shape will set you back about $15,000, while #2 cars are now edging toward $50,000. A #4 driver in fair shape, meanwhile, is about $7000.
The 450SE and 450SEL models bring fuel-injected V-8 power, with the extra real estate of the SEL adding a slight premium, so it really comes down to the size of the car you’re after. A 450SE in #3 condition costs about $11,000, with a commensurate 450SEL about $16,000. Just shy of $24,000 should get you into a 450SE in #2 condition, while a 450SEL in that shape is a roughly $32,000 proposition. Now, if nothing but the top dog of the W116 range will do, and you’ve got your sights set on a 450SEL 6.9, expect to pay about $24,000 for a #3 car and a little more than $56,000 for a #2 example.
What to Look for When Buying an S-Class
There’s a fair bit of metallic property with a W116 S-Class, and even Mercedes was not fully on top of protecting its cars from corrosion in the 1970s. As a consequence, look for rust in the inner fenders and the battery tray, around the front suspension turrets, and the chassis legs. Corrosion in any of these areas will be expensive to put right. Less of a worry are rusty scabs on the outer body panels, such as the door bottoms, wheel arches, front lower valance, and outer sills. However, carefully inspect the floorpans for rot, as well as the jacking points, the inner sills, the trunk floor, around the front and rear windscreens, and, if fitted, the sunroof.
Pitted chrome can be replated, but make sure any car has all the correct badges, bumpers, trim, and windshield surrounds, as sourcing these can be difficult. Dashes crack, and cabin materials can be hard to come by if you need to replace original velour-covered seats, but leather and MB-Tex are easier to sort.
The electrical side of the W116 is relatively easy to look after, though the climate control modules are prone to issues and often require replacement. Perhaps more crucially, the hydropneumatic suspension system of the 6.9 can be a never-ending hunt for leaks unless a car has been properly looked after. In the end, the only solution to a car suffering from leaks will be to replace the entire system’s hoses and connectors to ensure it works faultlessly. This will be a big expense and assumes you can source all the parts needed. Many 6.9 owners use Citroën specialists for their greater understanding of this type of suspension, and it can work out to be cheaper, too. Look for service records that show the hydraulic spheres have been serviced within the past three years.
The power-assisted steering in all W116s makes them easy to drive, but the steering box can wear out quickly. Feel for any slop in the steering on a test drive and, if there is any, reckon on a rebuild to solve this. Brake pads and discs also need to be inspected for wear, as they have to deal with a lot of German sedan when operated, but the suspension on the non-6.9 models is reliable and simple to work on.
As for the engines in the W116, all are tough as boots. The 2.8-liter straight-six just needs routine oil changes, spark plugs, clean fuel, and fresh coolant to carry on indefinitely. Much the same applies to the V-8s, but watch for worn camshaft lobes in both six- and eight-cylinder motors. You should also listen out for rattly timing chains in any W116; that spells an imminent and large bill to replace. The good news here, though, is the timing chains are extremely unlikely to break and destroy the engine. The five-cylinder diesels found in the 300D, meanwhile, can soldier on seemingly forever with little more than routine maintenance, including as-needed adjustment of the Air Lift Driving Adapter (ALDA), which regulates fuel flow based on boost.
Which Is the Right S-Class for You?
An early decision to make when considering a W116 Mercedes-Benz S-Class will be whether or not you are going to carry rear passengers on a regular basis. If the answer is yes, then the SEL with its extra rear legroom is the one to have. For a family with younger kids, the standard-length model will be fine, and there’s no real difference between the two versions in the way they drive or how easy they are to park.
Following that choice, the other big question will be which engine you want under that lengthy hood. The 300SD was the slowest S-Class and feels it, so the fuel-injected 280SE may be a better bet. It feels lively enough in modern traffic, and with fuel bills lower than those for the V-8 versions, you can use it daily or more often without draining the tank—and your wallet.
Of the V-8 models, it really just depends on what you’re after. The 180-hp engine used in the 450SE and base 450SEL was no slouch and will scoot you and your passengers around in style without issue and at some discount over the 6.9. That said, the 450SEL 6.9 was the pinnacle of the range for a reason, and for some, it will be the only W116 to have. It’s a sophisticated hot rod that delivers a Q-car experience not even the Jaguar XJ12 can beat.
Report by Alisdair Suttie
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