Since my recent 560SEC post was largely autobiographical, I though it might be good to augment that with a vintage R&T review. The only version they did was the early 380SEC. That somewhat modestly-powered engine has a rep for being a dog, but in its time, right in the heart of the Malaise Era, the 3.8 V8 acquitted itself quite well, and there was no mention of a power deficit. In fact, they way it went about its business was praised, and a 0-60 time of 10.4 seconds was hardly slow. And it did everything else so superbly…
The SEC was an interesting step, given that it was the first S-Class based coupe in modern history. Its predecessor, the SL-based SLC was never really a solid success, stylistically. Some on R&T’s staff thought the SEC looked too long given its width, but I can’t agree with that. It comes off rather superb, to my eyes, with the shorter wheelbase to complement the shorter coupe green house.
The little V8 gets praised for its superb driveability, and how well it works with the excellent four-speed automatic.
Thanks to its gearing, acceleration was felt to be brisk off the line, but obviously it ran out of breath at higher speeds. The interior came in for high praise, although the automatic seat belt mechanism was thought to be a bit gimmicky.
Handling was highly competent, as was the suppleness of its ride over even the worst pavement and bumps. The relatively high-effort power steering also came in for praise, did the brakes. This was a very expensive car in its day ($50k, $135k adjusted), but there was nothing that was perceived not to be of the highest function, capability and quality.
“The excellence is indisputable”.
The title says it all. Though the Mercedes was more expensive than anything coming out of Detroit at the time, you definitely got what you paid for. It’s still a beautiful car today, and I’d be quite happy to take one for a spin. You can still see older, well kept Mercs on the road here in Ontario, and these coupes are among my favourites.
I have always thought these were attractive cars but somewhat reminded me of the 1966-67 Ford Fairlane & Mercury Cyclone coupes, especially in profile.
Undeniably a great car in saloon or 2 door format, and the only issue would have been the price, compared to the value for money comparatively in the XJ-S.
But I suspect you didn’t have to spend very long with one or the other to see the reason, and make the choice accordingly.
Truly, the W126 was an all time great, in all forms.
A great car I’m sure, but 0-60 in 10.4 seconds? That’s slower than a Subaru Forester. Not that fast even for 1982, particularly considering it’s a very expensive two door hardtop luxury sport tourer kind of car. Also, how was the AC?
Well, we’re talking about 1982, not 2021. CAFE was in its fourth year, and the emission regulations had gotten stricter, especially in California. The computer-aided engine control technology was in its infancy and limited to few functions.
Many manufacturers, including Mercedes-Benz, didn’t want to pass the expensive “gas guzzler” tax to the consumers, especially during the recession of 1981–1982. Reducing power was one way to meet both CAFE and emission regulations for 1982. Thus, slow and underpowered cars.
Eventually, the consumers who bought luxury or exotic cars didn’t care about the fuel economy and were more than happy to pay the gas guzzler tax for bit more oompah in the acceleration.
Dad bought a low miles 1983 380 SL in the summer of 1987 and I remember at the time the torque of the 3.8 was far more powerful feeling than his 260 E or his previous 533i BMW or my 1979 Honda Accord. Later he had a few 560 SLs and I remember feeling wow the 3.8 only had 155 hp, it must have been slow. But as you say, at the time the 3.8 felt fast and powerful.
Of course, these were great cars! From the era of peak Mercedes-Benz.
However, a superlative car, deserves a superlative powertrain. While the 3.8 V8 was more advanced than the 4.5 it replaced, and more fuel efficient, it just wasn’t as strong. Adding a gear to the old 3-speed auto didn’t quite close the gap.
For the US market, these terrific cars deserved better. Mercedes should have offered a bigger motor than the 3.8 V8. They should been 500SEC/SE/SEL.
After a few years, they did fix it, with the 500. And eventually, they did even better–a choice of 420 or 500.
The reason why Mercedes-Benz didn’t offer 5.0-litre version in the first place was CAFE and higher fuel price, especially during the Recession of 1981–1982. Many manufacturers avoided the CAFE penalty, which would be either be absorbed by the manufacturers or passed down to the customers.
After the economy began to take off in 1983, the customers were more willing to pay more for the more powerful vehicles. That’s when the grey import came in to meet the demand.
Agreed Oliver, that’s exactly why they did it. I should’ve mentioned that, thank you for doing so.
The same thinking shared by GM, which for 1 EPA MPG foisted anemic 4.3 and 4.4 V8s that in the real world didn’t get more mpg than GM’s 5.0 V8s.
In both cases, the customers were shortchanged for no meaningful reason, but to satisfy a dubious government mandate (that would drive Americans to trucks and SUVs and has basically destroyed the inherently more efficient sedan, might I add)
But was a the 5.0 that much thirstier than a 3.8? In any case, Mercedes had a reputation as “the best car in the world”. In the USA, unlike GM and Cadillac, Mercedes maximized its profits by fostering this perception of excellence, and selling only the high-end loaded versions of its cars. They could have offered a 380SE/380SEL/500SEL. They’d make even more money, and given the premium of the 500, probably not lost many 380 sales, but gained incremental 500 sales, still low enough to preserve their exclusivity.
In that context, I felt then that they were coasting on their reputation by giving Americans a slower replacement to the the 450SE/SEL, admittedly a more fuel efficient one. Taking advantage of Americans. BMW did the same thing by giving us 325 “e”, vs the real deal 325 “i”
The buyer of a Malibu or Fairmont or Impala might worry about gas prices. The buyer of an S-class did not–and the 300SD was available for those who worried about such things.
Of course, I’m merely an observer. It’s easier to point to what appears wrong in the game, than to actually play well in the game:)
As I stated in the previous SEC post; I had the lust for these cars. They were such a beautiful, sleek improvement over the other current MB coupe – the rather frumpy 123 body 300CD (and earlier 280CE). Yes, at a steep price.
Mercedes had some great colors for these coupes including lapis blue metallic and cypress green metallic but my favorite on the car was champagne metallic (DB-473) which was to me simply “gold”. That color, with the “Brazil” interior (dark chocolate brown) was my wish for when that cash suddenly appeared. Well, it didn’t and I’ve never owned that specific 380SEC or any other SEC in any color. But to this day I picture that gold over brown coupe (I think it was used in the brochure) when the SEC model comes to mind. Just stunning.
Peak Mercedes. Excellence, yes.
I have a grey market 500SE sedan in that exact color combo. It wouldn’t have been my first choice, the silver with black interior of my 1st w126 or the lapis/grey of my 2nd one, somehow speak more loudly to me”. But the gold/brown combo is growing on me, very much of its era. Very distinctive…
You should try the Midnight Blue/Palomino color combo on for size. It’s what won me over to the W126 in the first place. I now have two (a 300SD and grey market 500SEL) in those colors and am looking for a matching grey market 500SEC to join (or more likely replace) the herd.
They didn’t need much power at that time because it would sell well anyway because of the new shape. They could save the more powerful engines for the mid-cycle revamp.
But, isn’t it true that the early US-market 380 engines had failure-prone single-row timing chains?
Correct. MY ’81-’83 3.8L M116 V-8 used single row in USA. In Europe they were always twin row. Weakness also includes plastic chain guide and the tensioner.
For MY ’84 & ’85 the USA market 3.8 did have the twin row chain set up. Mercedes did replace the single with the twin under warranty on early cars with a blown engine.
Hi
Does someone knows how much this car cost nowadays?
Please