Fact: A car is a depreciating asset. Except for a few rare occasions of ultra-low production supercars, for all intents and purposes, from the moment a vehicle is titled and drives off the dealer lot is begins losing value. Many factors then come into play from here, resulting in some cars losing value faster than others, but ultimately there comes a point when a car is old enough that it’s worth little more than scrap metal. Enter this 25-year old Mercedes-Benz 300 SE.
Retailing for some $70,000 when new, this once flagship of the prestigious Mercedes-Benz lineup now has close to 200,000 miles on it, numerous signs of wear and tear, surface rust, a chip of wood holding one of its double-pane rear windows in place, who only knows what kind of mechanical/electrical maladies, AND was traded in for all of $100. Now that’s depreciation.
Most of you are probably already thinking that the customer was cheated by the dealer, but here’s the Kelly Blue Book trade-in value on that car. On the low end, but it’s right in line.
Naturally, trade-in value is always lower than retail value, as now the dealer has to take care of any minor reconditioning, trucking it to auction, listing it in auction, etc. Private party sale for a car like this but in excellent condition could fetch a couple of thousand maybe, but you get the picture. The depreciation curve for cars like this is quite steep.
Still, it’s difficult to fathom that the current dollar value of this once very expensive and highly prestigious automobile, costing a cool $123,000 in 2018 USD, is now a mere $100 or about the price of a decent 1/18 scale model of it.
Of course, being a car, its whole is worth far less than its individual parts. This is why cars like this, particularly ones running poorly, are often sold as part-outs by their owners, as they can fetch sometimes thousands more than what the car is worth as a whole.
Such a pity to picture someone ripping apart this once-proud status symbol for items such as suspension components, window regulators, or parking “guide rods”, Mercedes’ precursor to sonar-based Parktronic.
Make no mistake, this S-Class stands every bit proud and majestic as it was when new in 1993. Replacing the highly venerable and long-running W126 S-Class, the W140 was released in mid-1991 as a 1992 model, debuting the latest evolution of Mercedes styling that soon made its way to the lesser C-Class and facelifted E-Class.
In lieu of its praise for numerous advancements in safety, luxury features, and overall technology, the W140 faced sharp criticism for its “over-engineering”, which caused numerous production delays, development costs upwards of $1 Billion for Mercedes, increases in retail prices over its W126 predecessor by some 25%, and the general feeling that it was simply “too much car” in both physical size and sheer amount of technology.
Regardless, I’ve always admired the W140 as the ultimate early-1990s flagship sedan, fit for heads of state, royalty, CEOs, and little old ladies who just happened to have a lot of cash reserves. It is indeed a very large and heavy car, and looks it. Yet with its styling, it manages to do it in a less bloated way than many other cars. More so, the W140 is the last S-Class that I’d say exudes “classic” Mercedes styling. With its crisp body lines, prominent radiator grille, and ribbed taillights, the W140 was the last in line before the more organically-shaped W220 and its successors.
It’s still hard to believe that this once $70,000 flagship Mercedes-Benz is now only worth $100 as a trade-in, or even just a few thousand dollars if sold private party. At least that’s good news for any W140 S-Class admirers who found a brand new one just a bit too steep 25 years ago. Liebst du nicht ein schnäppchen?
Related Reading:
I’ll give you $110! Hell, for a few weeks till something stopped it going, whyever not?
Interestingly enough, Brendan, the biggest criticism of this car on launch was a product of timing. In Europe especially, the interaction between cars and the environment had become a big thing, and delays to the launch of this behemoth meant it arrived just in time for a recession. Thus, into an economically struggling world newly conscious of environmental issues, poor old Merc released what seemed to be an enormous, overweight, hugely-priced f-you machine, rather than the engineering marvel expected of a new S-class that it actually was. Had they got it out closer to time, I reckon the praise would have been much higher. It was the last of their actual “Engineered like no other car” efforts, engineered first and price to whatever covered that.
They were too heavy, though. From memory, this six cylinder one couldn’t crack 11 seconds to 100, despite having over 200hp.
Personally, I love ’em.
Alright, $120 then.
Btw, did your dealer trade it, and if so, I wonder what the owners made of the price?
The 300SE/S320 was around 9 secs to 60, which is very decent for a yacht like this.
I LOVE these and always have, but I’m way too scared of their potential issues to actually ever buy one.
You’re right that the internet in its wisdom does say about 9.5 to 100km/h (so likely 9-dead for 60mph). But here, probably because of testing protocols at the dominant publication, Wheels magazine, (always full tank, 2 occupants), and possibly no 98+ octane fuel here then, I distinctly remember about 11.2 secs.
There was a superb 200,000k V12 on offer not long ago, for not much (perhaps $10k Aus Dollar, when they were literally over $300,000 here when new!!); I was too scared to do it. And ofcourse, if you’re going to do it, it’s gotta be the V12!
Well, I never timed them, but I at least remember it feeling a lot faster than my dad’s Volvo 740 GLE (which is listed at around 10secs) when he took one for a test drive.
But maybe it was just because even at 11 secs it’s a pretty fast cathedral.
Make no mistake, these days a W140 is likely to be a serious money pit, particularly if it has to pass an annual safety check.
Whaddaya mean?
Few cars have the bearing of this generation S-Class, and I suspect that is what the original buyers of these cars were willing to pay ridiculous money for. This is what Mercedes-Benz used to be, before diluting themselves to the company that now gives us the CLA. Doors that closed like bank vaults, great inline-sixes and V-8s, and yes, even those reversing guide rods gave these cars that old-school, bad-ass Germanic stoicism. While I do respect some of their new products, they just don’t have that almost-intimidating presence anymore.
My father bought one of these brand new, a 1992 500 SEL in early ’92 from Worldwide Motors in Indianapolis. This was my first exposure to remote keyless entry and dual zone climate control with R134A refrigerant. I also adored the “soft close” doors and trunk. I don’t recall what my father paid for it but I am sure it was breathtaking. Being an SEL meant it had the long wheelbase and it was a huge sized vehicle but still handled and drove effortlessly. I believe this series also was the car, albeit with a v-12, that Princess Diana was killed in.
Yes it was. And that’s an event I always associate with this car.
I believe this series also was the car, albeit with a v-12, that Princess Diana was killed in.
No, contrary to the popular myth and fake S600 decal on the boot, the Mercedes-Benz that Princess Diane tragically passed away in was actually a short-wheelbase S280 on loan from the livery service. It’s common for many hotels and livery services to affix different decals that don’t correspond to what’s really in the engine bay.
Diana was killed in a 280SE W140, not a V12.
She passed away in a S280.probably a rental.
I agree with you a lot on the styling Brendan. That’s one of the reasons why I always like the W140, in lieu of the heavy criticisms it gets. It’s still very recognizable in its design language, and it bridges the gap between the more classic style and the newer design language prevalent in the early 90s without going overboard.
It’s not just depreciation that relegates cars like this to cheap beater status/car parts. The number one killer is simply upkeep. It should come as no surprise that these cars were expensive to maintain new, with no factory warranty and age creeping up on it, those costs get doubled easily. Often times, a lot of these cars are bought by people who either don’t have the financial means or mechanical experience for them. Other times, people get too cocky and think they got a great deal or they know what they’re doing. 9 times out of 10, the car becomes a money pit. Even if they have the means necessary to maintain upkeep on it, eventually therein lies another killer, apathy. I can’t speak for everyone, but after falling into this trap with my NorthStar Cadillac, that in the last couple of months has gotten worse, there comes a point in time where another broken thing gets met with resignation rather than worry. I know my car is now running like crap, I just can’t be bothered anymore. When it gets like that, it’s very easy to neglect and abuse it, because, “Well, something else will break eventually, why bother?” If you ever see these cars for dirt cheap, there’s a reason for it, most people sell them for that because they want to get rid of it, regardless of what state it is in.
An old luxury car is a great experience when running right, however, before you take the plunge, research everything. The allure can be very easy to be tempted towards, but do as much research as you can. I speak from experience, I didn’t and I’ve got a huge chunk out of my ass from the car biting me in there multiple times. I know I’m stating the obvious, and given some of my decisions, I’m the absolute last person to listen to regarding this, but I know exactly how situations like this end up.
Mate of mine admins a junk car facebook sale page its littered with tidy looking but end of economic life German cars, Yeah some get snapped up fixed and resold as going concerns but plenty more just end up being wrecked for parts to keep others hopefully alive, There is the odd bargain to be had though.
Turners car auctions is the NZ dumping ground for unwanted trades they offer nothing relatives got offered $100 for a tidy Nissan Sentra recently I offeed $200 and had it driven 300kms to my house it never missed a beat cleaned up it sold roadside for 900 second day out, There wasnt anything actually wrong with it except high mileage.
I’m not really a fan of the W140 styling – not only does it look plump compared to the sleeker W126, it also has what I believe is the first use of the “classic” Mercedes grille flush with the front bodywork without the heavy chrome surround, which to me dilutes the styling impact. As for this example, the prospect of using it as a daily driver is daunting at best, but it’s one hell of a deal for a parts car.
the first use of the “classic” Mercedes grille flush with the front bodywork without the heavy chrome surround
That distinction goes to R129 SL-Class (1989-2001).
In fact, the “classic” radiator grille with the larger chrome surround was originally part of the design, but was replaced with the more flush grille – something that added to the W140’s development time.
For me the styling is too close to the W124, given the 6 years between them, or even the 190E/W201. Looking back 35 years, to me it mostly suffers from being slab-sided. You can tell the engine room was sized for the V12, and I’d raise the boot lid slightly and use larger diameter tyres and wheels to match the scale of the body.
Wow – I’ve never seen that before. I think this styling study looks a lot better than what actually appeared.
Very interesting to see this design study! I prefer it to the actual product–it doesn’t look so slab-sided.
Or even worse with Mercury Sable/Oldsmobile Cutlass Supreme/Holden Caprice VH wrap-around rear window treatment…
Nicknamed the “Helmut Kohl” S-Class for sharing his corpulence. Unsurprisingly he used one, must’ve been one of the few cars he was comfortable in. Like tonyola I prefer the sleek W126.
Despite ample space in the rear seat, Mr Kohl insisted on riding shotgun…
It’s because he’s very portly and could easily grab the A-pillar and pull his weight as he entered or exited the car.
I had the good fortune to own a 1997 S420 in gold and i really enjoyed driving it until i found out that it had a “blowby” in the engine (oil was going places it had no business going). I have to say that the car was a joy to drive and it felt like you were driving something special. the car drove like it was smaller than it actually was. I miss it and if i ran across a good example of one i may just buy it.
“Such a pity to picture someone ripping apart this once-proud status symbol for items such as suspension components, window regulators, or parking “guide rods”, Mercedes’ precursor to sonar-based Parktronic.”
On the other hand parting out the worn out ones keeps the better examples running and shining. You’ve gotta make a few sacrifices sometimes, might as well be the ones that are scratched and have the windows held in place by wooden blocks.
Touché! A very good point!
I never understood the logic of using a big luxury sedan like this, bought new either by late-career professionals too busy to take a class on their new car or by livery services with the same cost concerns as any other fleet operator, as testbeds for bleeding-edge technology.
What Mercedes got wrong with this car, Ford got right with the (non-air suspension) Lincoln Town Car, even if they later decontented them out of the luxury-car class (which had more to do with materials quality than tech features).
One word: Status
A tidbit about W140, this one was the first Mercedes-Benz to use ECE headlamps, rather than abominable US headlamps with HB3/9005 or HB4/9006 bulbs, for the US market when it was introduced there in the autumn 1992.
The only difference was HB2 (9003) bulb, which is essentially the same H4 but built to higher tolerance as mandated by NHTSA.
A hundred dollar car would have had a bent coat hanger as the antenna. This one does not, but I do like the binder clip keeping the antenna up.
So, $100.10 to account for the cost of the clip?
I think the binder clip is worth more than the car😱😱😱😱😱😱😱
That binder clip is an authentic Mercedes OEM part and costs $800. 😉
If a mid-90s Mercedes — that had sold for over $70,000 when new — has a Trade-In Range starting at $33 (!!!), I wonder what the trade-in range for my similar-vintage Thunderbird would be. 75 cents?
How the mighty have fallen… it’s almost surreal to think of this once-proud car being so valueless. The topic of cheap older Mercedes has been on my mind recently, since last week I came across this ad on a neighborhood website. It’s for a 2001 E320 advertised for $4,500 (granted it does have very low mileage). What attracted my attention was that it’s advertised as a “Great back to school / off to college car.”
I couldn’t think of a worse car to send a son/daughter off to college in. My guess is that this car makes it about 3 months before its first $1,000+ repair job, and then eventually it’ll wind up being traded in somewhere for about $100 like our featured S Class.
I would expect that the trade in range for the Thunderbird would be much higher (say in the mid three figures) because the Thunderbird can be repaired by any competent mechanic in any reasonably equipped garage anywhere in the United States. And parts for said car wouldn’t be that much more expensive than a late model Focus. Plus, Rock Auto would carry them.
Cars like this fall between the rock of exotic machinery with costs to match and the hard place of desirability being no more than a like year Cadillac Sedan de Ville. If I was as competent restoring cars (and motorcycles) as I am with vintage bicycles, I’d happily buy one of these in a heartbeat.
There’s something called the “Camry line” where a luxury car’s depreciation due to high running costs reaches a point where it’s worth less than the same year/mileage Camry. (Or Accord or whatever).
That’s an excellent point and a great phrase. I think we reached the “Highlander Line” where our 2011 MB GL450 with 93k miles was worth about what an equivalent Highlander was/would be worth when we sold it despite costing twice the price when new.
Weirdly, we now actually have a Highlander (2016) and it does the same tasks the GL used to do for us. But isn’t depreciating as fast and doesn’t have as much sunk into it to begin with.
I dunno. My pal’s OBD-II Thunderbird blew a CEL and the money to replace the bad components (bad cat plus other work) was more than they could sell it for. They bought a 2007 Fit Sport (best future CC) for 5k and are scrapping the ‘Bird. Regarding reliability, if a Benz of this series with this engine made it to 200k, and was serviced, most of the stuff that generally goes bad *should* have been resolved after 100-150 k (head gasket, ignition components, & trans flush, iirc, are the worst offenders). I dunno about the E-Class but I see a lot of them on the Bay Area roads.
This makes me recall the (too late) advice I received after an elderly 63 Cadillac had emptied my savings account: Never buy an old luxury car.
If I had to guess, this would be a steal for a dedicated enthusiast owner who understands these and does his own work. But for the rest of the world, this car is one to be avoided. How funny that my former 93 Crown Vic (in much worse condition) managed to bring $500 at CarMax when the next owner sold it to them. Age is truly a great equalizer.
My high-mileage, constantly-breaking w140 just got demoted to winter-beater status. I agree with everything Brendan wrote. It’s amazing how quickly it went from being classy, enjoyable luxury car to an uneconomic money pit. I don’t mind throwing money at my real classic cars, but the w140 isn’t worth it to me.
+1. About 2010 we bought our daughter a ’03 Taurus with under 100K miles on it. She drove the car for four years, then I drove it for another couple of years before it went back to my son in law. 80,000 miles with a minimum of repairs… not bad for a $3000 driver.
My Dad had a 97 W140. It was a serious luxury car and it drove very well as well. You certainly felt like a captain of industry when you were behind the wheel. Seems like they thought of everything when they designed the car.
Unfortunately, within a few years it developed fluid leaks, and the electrical components failed. Finally, a few years ago it was towed away after being sold on ebay for a few hundred bucks.
The W126 that he had before that lasted a bit longer. If I remember correctly, an encounter with a Ford Expedition is what ended its service.
My Mom has a 2004 BMW E60 which she still drives today. Given the choice, I still preferred my Dad’s W140.
When both were running well and fairly new, they offered one of them to me (I could choose which one). I declined because I knew about the maintenance and upkeep heartbreak down the road.
He would have been better off buying a VW Fox if he wanted a german sedan. The only thing to do with this car is to flog it on Craigs for $1,999 during tax refund season…or drive it until it dies and walk away.
These were developed and built in Brazil only, not in Germany – of course VW is a German company, but that doesn’t make the Fox a German sedan.
I’m sure you could find a car with less in common to an S-class if you tried, but I’m not sure what it is!
I’m not sure if all W140’s had air suspension, but, particularly in a Northern salt-using climate, that’s one of the worst problems with old luxury cars. When rust causes leaks in the system, you lose the suspension. I had this happen on a 1989 Lincoln Continental that I had purchased new, when it was only seven years old. I traded it the next year, ironically enough for this article, on a new 1997 M-B E 320 with conventional suspension. This was the first model year of a new transmission design, and the car had to drive home in limp mode after only 2,500 miles. That car was almost immediately traded on a new 1998 E 320, which fortunately never developed a similar problem. I’ve always thought the W140 S-Class was a bit portly looking, and the wheels always looked a bit too small with the car, kind of like a 2002-generation Camry. There aren’t many of these old Benzes around my area of WNY anymore, but they are all time-bombs waiting to go off in the service department.
“they are all time-bombs waiting to go off in the service department”
Fred wins the Best Description Award for today!
Thank you, J P! To paraphrase the Farmers Insurance commercials: I know a lot ’cause I’ve seen a lot!
Fred
I had a Used Car Manager at our Chrysler Jeep Store once say that taking an older Audi in trade was like holding a hand grenade.
> “or parking “guide rods”, Mercedes’ precursor to sonar-based Parktronic.”
And successor, a few generations removed, to the small tailfins M-B insisted were there for use as guide sightlines.
I remember chuckling about the guide rods with a friend when they were introduced: “Your car’s so big you can’t see the end? Ha! How ridiculous!” Little did we know what was coming, SUV-wise.
The only thing I miss about my old Celebrity was the ability to see all four corners of the car from the driver’s seat.
It’s been a long time since I owned a vehicle that I could say that about.
Best car I ever had in that regard was a 1984 Ford Country Squire. You could see the front corners easily, plus it had a hood ornament. Big side windows and of course you could look back and see right where the back was.
A female friend borrowed it once. She was worried because she wasn’t used to such a big car. When she returned it, she said it was the easiest car to park she had ever driven.
I was talking to a local European car tech about this very subject, and his line was “If you couldn’t afford to buy it new, you won’t be able to afford to maintain it used.” We have several local lots with dozens of beautifully detailed, used Euro luxury cars, none more than 12 years old, none of which has a windshield price higher than $6,998.
Very true. I work at a dealership that sells Porsches… this describes the trade ins. Yesterday’s technology isn’t worth anything. It’s like an old cell phone. Who wants it? Give it to your kid to play with.
Excellent article Brendan. Thank you. I find the depreciation on some vehicles in only the first few years, pretty amazing. A fully optioned 2004 Jeep Liberty Renegade retailed new in Canada around $36,000 to 39,000 at the time. By 2008-2009, relatively low mileage used examples were being advertised less than $10,000.
Just a reminder that what something is worth, is determined by what someone is willing to pay for it.
The great multicylinder USA 1930’s classic cars in the 1950’s were considered “old, virtually worthless cars”, even called “junk cars”, then bought only by “car nuts”, fringe enthusiastic car buyers with a love of these automobile typical of the now current CC readership.
Imagine being able to buy Duesenberg’s, Packards, or V16 Cadillac’s for a mere pittance in the late 1940’s and 1950’s, but then learning that the true cost of ownership came with the then typical “underwater” restoration costs and the personal cost of multiple hours/weeks/months time and effort needed in the garage during restoration, oftentimes having to do the work ourselves.. People did this then because of the “love of these cars” and the eventual fun of driving them, not for the then, non-existent potential “investment value”. The love of these cars and the dreaming of these cars drove the hobby in the early days, not the current, almost idiotic auction driven pricing of our previously “worthless old cars”.
I have an old 914 that for years was considered worthless, and some still consider worthless and unwanted, but a car that I love. Frequently the first question people now ask of me when they see it is, “How much is it worth?” My answer. “Millions! Millions of smiles! Smiles and Miles.” I will never financially recoup what I have paid in dollars and my own time in the garage over the years to maintain my car, but the ’14, my old gal ’14, has given me priceless experiences and adventures over the decades of ownership. That is the essence of a hobby, the essence of enthusiasm.
If I had wanted an “investment”, better that I had invested the 914 money in the stock market, or parked the money into an index mutual fund, but then I would have missed out on many of the delightful adventures and people that I have met due to my 914 adventures. This old car hobby has additionally introduced me to many delightful people in the CC universe. For example the 914 gave me the pleasure of meeting Paul Neidermeyer and his delightful wife, and the pleasures of visiting Eugene.
This Mercedes isn’t an “investment” and like Jason Shaffer’s Galaxie but may be the embodiment of a personal dream for some enthusiast. This Benz may introduce a future owner to other Benz enthusiasts in the US and worldwide through membership in the MB club and by reading the “Star”. Who knows what adventures await the next willing owner of this seemingly unwanted, now virtually wothless MB. Yes, this Benz may be worthless for most, but “who knows” its emotional/hobby value to some willing participant in this expensive hobby.
At times our dreams are costly, as this Benz’s maintenance may be, and likely will be over time, but aren’t dreams among the reasons why we live? Life, and our old cars, shouldn’t they be made of the “stuff of dreams”, giving one of the reasons for our walk-about through our time on this planet? What a grand hobby we have.
Cheers.
I appreciate your sunny optimism, Vic, but this just isn’t that kind of car. I can guarantee you it will end up in the hands of someone fairly young looking for some very cheap instant prestige value, and after the first significant issue arises, it will end up sitting in the driveway or curb or side yard getting dustier and dustier.
This is a mass-produced car that was devilishly complicated, unlike your 914. And you’ve had your 914 since day one. No one is going to have that kind of bond with a tired old gangster Benz like these, especially a six cylinder. This will never be a Duesenberg, big Packard or Cadillac V16. The folks who bought those cheap in the 40s and 50s knew exactly what they were getting; they were smart. And if they kept them a decade or two, regardless of their condition, they could sell them for a hefty profit. Only a dummy would want this; it’s a money pit with zero potential for appreciation.
Paul,
You’re likely right about a probable young and dumb future owner for this Benz, but you never really know what will happen on its way before reaching the scrap yard.
My point was to say that every old car has its issues with continual maintenance needed, like Jason’s Galaxie, but sometimes that is the price we pay to be in this hobby. Sometimes the passion dies, and we move on, selling our old car love.
Regarding my ’73 914, I bought it used in 1979, not new, and then had some rust (don’t all 914’s and all early 911’s have rust issues?) and engine “issues” to resolve over the years to bring it to its current solid status despite the current “cooked goose engine failure”.
If this Benz will be driven as a DAILY DRIVER, then God help the owner. I also agree with your assessment that this W140 Benz will never be worth much financially, and will never be thought a classic Benz like a 300SL Gullwing
If driven as a hobby car, then the possible adventures are possibly limitless with the possible interesting people to meet in the Benz car hobby universe, though that experience likely will be, doubtless, expensive along the way. Like my 914 there will likely be no upside trajectory in the value of this Benz, but that’s not the point. If you want an investment with liquidity then invest in the stock market. But understand that you can’t drive your portfolio in the beauty of British Columbia.
My point with my 914 story was that financially it was and continues to be a stupid financial investment ( the new upcoming engine rebuild will cost more than the car will ever be worth financially), but priceless for the experiences that it allowed me to experience, like meeting you and Stephanie, like sharing the driving with friends and family members in long distance drives, autocrossing, and rallies. I have smiles thinking that my eldest daughter learned to drive stick in this 914 and then two weeks later did her first Porsche Club track DE event at Nelson Ledges, giggling and smiling after every session on the track.
Who would have ever thought that a 914 could be a fun, transcontinental driver, I didn’t until it did it several times.
With most hobbies, people don’t make money, but the hobbies satisfy a passion. So it is with me. I am happily content. Naive, if you will.
I agree on your speculation that this Benz will likely be someone’s money pit, a nightmare, someone’s sorrow, but who knows, there are other possibilities–another story from the Twilight Zone.
Vic,
These posts put a smile on my face, even if they’re descibing a perhaps terrible monetary decision. 🙂
Thanks for sharing!
“The folks who bought those cheap in the 40s and 50s knew exactly what they were getting; they were smart. And if they kept them a decade or two, regardless of their condition, they could sell them for a hefty profit.”
Uhm, based on experience, no, my father acquired a number of BIG cars post World War II. Many had gone for scrap during the war. He often told us how every used car lot had a back row of former luxury cars, priced very cheap. No one bought Duesenbergs, or Cords, or any of the big orphan cars as drivers, their weaknesses were known, and the parts were expensive, or unobtainable. My dad bought a big dual cowl Pierce Arrow (driveable basket case), just because he always wanted one. Most of the big beasts got bought and cut up for farm equipment, or cheap tow trucks. No one was buying them thinking of future investments. The Pierce did turn out to be valuable, 30 years later, but not as valuable as a decent stock at the same price would have been. I remember seeing an ad in the back of one of the car magazines, in the early 60s, for a restored Murphy bodied Duesenber, $1500. No one was thinking they were going to be picassos. Heck, I can personally recall when even Ferraris sat on car lots, as “used cars”, some that are 7 or 8 figure cars now. (a ratty Ferrari Daytona convertible on a used car lot in N. Illinois in 1979 for $2500, how I regret not buying THAT one!)
A story my father loved to tell;
He was in Chicago one day, late 40s, and saw a 30s Rolls Royce sitting in a junkyard. He inquired, it ran, and was for sale for $100. He told the owner he’d take it, and drove home to get the money (about a 4 hour round trip in those days). When he got back, the Rolls was gone. He asked what happened to their deal, and the owner (who my father always referred to as ‘that crazy Greek’), told him that someone had stopped by, and offered $60, well, he told the guy “60!!!!!??? 60!!!!????, I’LL CUT IT UP BEFORE I’LL SELL IT TO YOU FOR 60!!!!!!!” Sure enough, the body of the Rolls was sitting on the side of the yard, cut into scrap metal. 🙁
Very interesting article!
The nice thing about luxury cars is that many were used pretty lightly, say by retired folks or by people with numerous cars. So, by the time the cars are older used vehicles, there tend to be a lot of low mileage, creampuff examples available for those that want to have one and don’t mind paying some money for them. That’s no guaranty of reliability, of course, but at least a well maintained example should stand a decent chance of not being a money pit.
As others have noted above, for the average person it would be foolish to buy a high mileage, fair condition older luxury car. Most cars have a small, dedicated cadre of enthusiasts who have owned and worked on multiple examples and know the cars and their common problems inside and out. A buyer like this would be this W140’s only hope for a long future.
I found this album on a B-body forum. It’s a photographic journal of a fellow’s purchase, refurbishment and sale of a 1992 Buick Roadmaster that had been sitting in a garage for years. It was rust free and ran, but had numerous issues that would have been overwhelming to someone not intimately familiar with these cars. This was fascinating to me and I spent way too much time reading the whole thing!
Hopefully this facebook link works:
https://www.facebook.com/mike.massey.543/media_set?set=a.10213789434000747&type=3&fb_dtsg_ag=Adzu-hMvGXJ_66hyWM2pm3SBfPIEXPIC3B8FEKF_S2usgg%3AAdwbLbEfC0F8XN0FOv3Do4Io282pa_wK8u5_WjGjbyeaUA
I found the W140 to be disappointingly inelegant in its design, most especially the swb sedan, and most especially when seen in profile. The upper body looks absurdly heavy, blocky, and seems to weigh down on the tine rear wheels almost lost under all that flat body side.
It’s very obvious that the W140 was designed first as a lwb car, then cut short for the swb version, which exacerbated that issue. The lwb cars work better, for what they are, although they still seem top heavy to me.
The W126 was the opposite: it was clearly designed as a swb car, then stretched to make the lwb version. While that came off reasonably well, because it’s such a more fluid, lithe design compared to the W140, the swb sedan does actually look more organic and balanced as a result, unlike the W140.
Mercedes had unfortunate timing with its S Class cars. It introduced the rather massive W116 just before the first energy crisis. The lighter, narrower W126 was the result, but within a year or two of its introduction, the economy was rolling again and the market was eager for bigger cars. The W140 was the result, but it was too much again. As a result, it faced a ot of resistance in Germany especially. While driving a W126 was still barely seen as socially acceptable, the W140 was now seen as a Russian mafia-mobile, and the W140 became increasingly less popular with private buyers. It created too many negative impressions at a time when social issues like that were in the forefront there.
As much as I like the W140’s design, I can’t help but agree with you regarding its proportions, especially its “top-heaviness” from the side view.
In my opinion, this is due to the overall roof height, and the sheer amount of vertical glass space relative to it. We all complain about the high beltlines of modern cars, but in this case the W140’s beltline was too low for the body with its production roofline.
The common two-tone paint schemes of earlier models only amplified this. Models with monotone paint exhibited slightly better proportions from the side view. The small wheels didn’t do the car any favors either.
Oddly enough, personally I think the SWB of the W140 looks better.
I don’t know that a higher belt line would have really worked, as that would have required a higher hood and trunk too. These are things that work with contemporary designs, but can’t just be grafted on. That’s just the way cars were back then, but Mercedes jacked up the roof specifically to make it appear taller, both for prestige value as well as the interior space.
They did a great ad in Germany when it first came out that I can’t find anywhere on the web. It shows a very short man with a very tall car from around 1910, and a very tall man with a very low contemporary car. They were specifically trying to turn the design evolution back towards taller cars, but it comes off awkward in the w140.
My colleague from Germany told me they refused to switch from w126 to w140 as they were considered too much in front of the customers. They choosed bmw 7 series instead.
Since this is a ’93 model year car, it is from the last year of number before class badging. The 300E of this year did have the twin cam 3.2 litre six. I imagine this one has the twin cam too, rather than the earlier single cam six. I don’t know. Single cam would be even slower on such a heavy car.
What is the scrap metal value of this car? It is very heavy. Certainly well over $100.
I could use the Becker radio out of this car and if they are still there I’d like the nice, German tools.
There was no single cam 3.2; they’re all DOHC.
I have had the pleasure of owning and driving a W140 for about a year (https://www.curbsideclassic.com/cars-of-a-lifetime/coal-1995-mercedes-benz-s420-gambling-on-a-high-mileage-german/).
I didn’t want to love this car, but I did. You were driving something special. It felt like a tank, but drove like it was a lot smaller. I do miss piloting that thing.
Whoa! Even my 2008 Kia Rio sold for $300, and that thing was just waiting to fall apart!
Believe me, I will buy any old S class in this condition for $100.
Like said in the article, you will make thousands of dollars selling the parts on Ebay.
This is a true German car that fits for American. I saw a lot of worries about owning this car, but most of cases we in US ignores the maintenance schedule, and leads to failure. Where I park for daily commute there is a S300 being used as a regular commute car, and there are two W126s — 400SEL and 560SEL. And I continue seeing the old S class cars for that vintage running around in Central NJ. Some of you may agrue that Lexus LS may last longer, but I saw very few in streets these days. As refinement and sophistication and elegance, LS has not match. True, this model has its shares of problems. My friend made some money from running a restaurant in 90s and got a S420 in 1993, everyone loved that car until one of the cylinders head went bad in yr2000, the car was left in garage for few years, he was able to find a mechanic to fix the problem, he now still uses his alternative car.
I recall this generation S Class as a powerful argument in favor of a Lexus LS400 for people who wanted a luxurious car.
This was the time when Mercedes started shifting from a spartan device that would last forever (W123/W126) to a bunch of expensive electronic gadgetry with the reliability of a 96 Kia Sephia, and repair prices similar to the Sephia’s MSRP.
When I first saw this 600 SEL at a show, it immediately reminded me of the ’58-’60 Lincoln in that it was just WAAAAY too much. Too big, too somber, too serious, both were eventually unloved.
Gosh, the Hundred-Dollar Benz would be a great series on CC, like the Jag a few years back. (TBH I’m waiting for Brendan to say he took it home for the hell of it.) Someone call Tyler Hoover…
This is like my recent purchase: a 2005 Jaguar S-Type, nice clean condition with 111K. This car sold new for about $44,000–I paid $3200. (Actually, $2700 + that ’91 Imperial you see–another big depreciator). That’s quite a depreciation in a dozen or so years. It still “feels” like $44,000 when I drive it, believe it or not!
I bought it in Oct. of ’17; haven’t put any money into it yet–just turn the key and go! I realize an expensive repair could occur at any time–but so far, so good.
P.S.: The seller put a new “Leaper” hood ornament on for free!
Well Geelongvic, you certainly stated the case of the true car nut very clearly. It is all about the love of the car, and the experience of ownership. Choosing the 914, or sportier model is usually a better choice than a more generic sedan. While ownership of any older “exotic” car will be fraught with peril, choosing a sporty car will at least reward you with some driving fun. Still, the choice is yours to make.
As long as the enthusiast has the space to store his hobby car and a fairly reliable daily driver he can take his time when the car needs repairs. This will allow the owner to source parts, new and used, and qualified independent mechanics. The owner can also become proficient in performing some of their own repairs. The internet is full of forums that are a vital source of information from fellow enthusiasts.
Will this mundane Mercedes sedan be saved by a future hobbyist? Probably not. There are more interesting Benz models that are similarly low priced. SL convertibles, and coupes are plentiful and have a lot more glamour.
I’m sure that regular visitors to CC know that I am an old Jaguar fan. You can’t get any more financially foolhardy than that!
Still, I acquired an ’89 XJS V12 convertible for peanuts a while back. These are amazing and impressive cars. It is my opportunity to own something that is a modern classic.It is in pretty good shape and I’m making steady but slow progress. I call it my hybrid. It runs on blood, sweat, tears and money. It will probably never be worth a bunch of money, but I think that it is worth it, just for the adventure!
How the mighty have fallen! I would think the owner could have gotten more for this car at the scrap yard…
What a great business idea – advertise to owners of older high-end European luxury cars that you will offer a straight-up swap for a rusty, dented 92 Buick Century (or equivalent) so that they get a higher trade allowance. Then part out the MBs Audis and BMWs. Make a fortune! 🙂
Hahaha! $100 could be pushing the envelope. At the dealership we regularly offer only $1 for cars. And people take it. There’s the convenience factor of easy disposal, of course. However, the low trade in value of this car is called “ACV”, or actual cash value. What it would sell for at auction, right now, right away. In many cases, even with a beater trade-in, we’ll “over-allow” on the value. Sure it’s really only worth the ACV, but we’ll pad it a couple thousand to give the lender the impression of a no-cash down payment. The over-allowance gets tacked on in the retail, or in the finance office. it’s not a “trick”, but a genuine method of getting someone financed who could not without some form of down payment, or lowering an interest rate. In addition, if we were to place $1 on the hood, we’ve still got a minimum of $401 in that vehicle. There are $400 of internal costs associated with paperwork, inspection, transportation, and such. And this doesn’t include any reconditioning costs, but a $1 car isn’t likely to wind up being retailed. The minimum we get at auction for beaters is $300, so technically we can lose money. Some employees, such as mechanics and detail guys, will want these wholesale cars sometimes. It’s then $900 plus ACV for an employee purchase. Absolutely no sales to other dealers or the public, with some exceptions, the dealer principal insists they go to the auction.
In memory of the car chase posts from a few days back…
https://youtu.be/H5YwQt07JK8