Mercedes-Benz 124 series

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Mercedes Benz
Mercedes-Benz W 124 (1984–1989)
Mercedes-Benz W 124 (1984–1989)
124 series
Sales designation: 200–500
(1984–1993),
E-Class
(1993–1997)
Production period: 11 / 1984-07 / 1997
Class : upper middle class
Body versions : Sedan , station wagon , coupé , cabriolet , long version
Engines: Otto engines :
2.0–6.0 liters
(77–280 kW)
Diesel engines :
2.0–3.0 liters
(53–108 kW)
Length: 4655-5540 mm
Width: 1740 mm
Height: 1425 mm
Wheelbase : 2715-2799 mm
Empty weight : 1260-1710 kg
Previous model Mercedes-Benz 123 series
successor Mercedes-Benz 210 series

The Mercedes-Benz W 124 (and the types S 124, C 124, A 124, F 124, V 124 and VF 124; collectively the 124 series ) is a series of the upper middle class from Daimler-Benz , which ran from late autumn 1984 to mid-1997 (in India until 1998) was built.

It was initially called the "medium series" by Daimler-Benz. With the second facelift in mid-1993 as part of the change in the nomenclature of Mercedes passenger cars, the model designation E-Class was introduced for the W 124 . The successor series 210 was presented in May 1995.

Model history

General

Rear view (sedan)

In November 1984 Daimler-Benz presented the new sedan in the upper middle class as the successor to the W 123 series , initially under the name “Middle Mercedes class”. Elements from the Mercedes-Benz 190 ( W 201 ) were adopted for the 124 series , but it remained independent in terms of technology and design. There were parallels to the compact class, for example, in the use of high-strength sheet steel and other weight-saving materials. Despite the lightweight construction, vehicle safety has been improved. The W 201 and the S-Class 126 series served as the benchmark .

The passenger compartment of the 124 series was characterized by high side impact and rollover resistance and was provided with sophisticated deformation zones in the front and rear. The criterion of an asymmetrical frontal impact with 40 percent overlap and 55 km / h has now also been met by the sedans of the medium series. In addition, possible contact zones to protect pedestrians and two-wheelers were designed to be flexible.

Initially, the versions with gasoline engines 200, 230 E (4-cylinder) and 260 E, 300 E (6-cylinder) and the diesel variants 200 D, 250 D and 300 D (4-, 5-, 6-cylinder) were offered. There was also the 200 E for export to Italy. In September 1985 the station wagon variant , the T-model , came onto the market. The coupé followed in March 1987 and the four-seater convertible in September 1991 . In 1990 the 500 E with the V8 engine from the 500 SL was presented. In 1992 the technically largely identical 400 E followed, which received the V8 with 4.2 liters displacement from the 400 SE . From 1993 the 124 series was the first Mercedes model to bear the name E-Class .

Special vehicles with a longer wheelbase and up to six doors as well as ambulance and hearse bodies complete the range, with the latter from external companies (e.g. Miesen , Binz , Rappold, Pollmann, Stolle, Welsch) based on the chassis with a short (F 124) or long wheelbase (VF 124).

Model variants

During the construction period, the 124 series was available in many engine variants and equipment. The motorization ranged from the 200 D (diesel) to the 500 E / E 500 (Otto engine). The following is an overview of all (standard) variants:

Saloon (W 124)

Mercedes-Benz 200 D with a mileage of almost 1.9 million kilometers

The sedan was the best-selling model in the 124 series. It was presented in December 1984 and produced until August 1995. They were available in numerous engine variants and with different structures. The weakest motor was the 200 D with 53 kW, the most powerful the 500 E / E 500 with 240 kW. The starting price for the series was initially 32,604.00 DM basic price for the 200 D, at the end it was at least 49,335.00 DM for the weakest E-Class.

Two new sedans, the 300 D Turbo and 300 D Turbo 4MATIC, followed at the International Motor Show (IAA) in Frankfurt / Main in September 1987 . Both had the turbodiesel engine, which had already been presented in the corresponding T-models two years earlier. Only the 4MATIC version was a world first; the conventionally powered 300 D Turbo had been part of the sales program of the American sales company MBNA (Mercedes-Benz North America) since April 1986. Outwardly, the turbodiesels differed from the other types in the series in that they had five additional air intake gills in the right front fender.

Two more models followed in September 1988 at the Paris Motor Show . The 200 E with the tried and tested two-liter injection engine of the 190 E was not a real premiere, however, as this type had been produced for the Italian market for years. The 250 D Turbo, on the other hand, was newly created by touching the engine kit. In principle, it corresponded to the 250 D, but was powered by a modified version of the turbocharged 2.5-liter diesel engine that was already used in the compact class.

The eight-cylinder models

Mercedes-Benz 500 E (1992)

In the W 124 sedan range, the 500 E, which was also presented in Paris in 1990, had a special position from the start. It was developed in cooperation with Porsche , where the necessary redesigns for the inclusion of the 5l V8 engine from the SL ( M 119 E 50 ) were carried out, and it was partially assembled at Porsche Plant 1 in Stuttgart-Zuffenhausen. The main reason for this was a problem with the production line for the W 124 in Sindelfingen: the body of the 500 E, which was 5.6 cm wider than the other W 124 models, did not fit through in three places. So an agreement was reached with Porsche to also carry out the assembly in Zuffenhausen. In addition, Daimler-Benz supplied most of the parts for the body to Porsche, where they were assembled using other parts from suppliers and parts that Porsche itself produced. Porsche provided z. B. the front fenders, which arose from standard fenders into which the widenings were welded. The completed body was then sent by truck to Sindelfingen and painted there. The final assembly and engine assembly took place in Zuffenhausen again. Finally, the finished vehicles were transported back to Sindelfingen for final inspection and acceptance. It took 18 days to make a 500 E. With the facelift 2, the 500 E was renamed the E 500.

This mutually beneficial arrangement, with which Mercedes boss Werner Niefer solved his production problem and at the same time supported Porsche AG, came about through the mediation of the then Prime Minister of Baden-Württemberg Lothar Späth . The assembly of the exclusive 500 E gave the sports car manufacturer from Zuffenhausen, which at that time was in a sales crisis and had financial problems, better utilization of its production capacities, which were underutilized due to the crisis.

The 400 E with a displacement of 4.2 liters took a less prominent position ; it made its debut in early 1992 and was renamed the E 420 with the facelift 2 . Since he had the V8 engine M 119 E 42 , the outer dimensions of which corresponded to the more powerful M119 E 50 of the 500 E / E 500, the same changes had to be made to the body of the 400 E / E 420 in order to implant the engine. The drive train , chassis and brakes were also modified in the same way, except for details. In contrast to the 500 E / E 500, however, it did not have flared fenders and a modified headlight configuration that visually set it apart from the rest of the W 124 family. Outwardly, the 400 E / E 420 did not differ from the six-cylinder models except for the nameplate.

While the 500 E was explicitly designed as a sports sedan, the 400 E came as a comfortable and fast touring sedan. It was originally designed for the American and Japanese markets, where the V8 models from Lexus and Infiniti had been presented, Mercedes-Benz had lost almost a quarter of its sales there and was urgently looking for an answer. At the end of 1992 the 400 E came onto the German market and developed into a serious in-house competitor to the 400 SE / S 420 of the W 140 series , which had the same engine but was larger and significantly heavier. On top of that, the W 140 was subject to social and ecological criticism at the time. Although it had the same body-in-white as the 500 E / E 500, the 400 E / E 420 was assembled in Sindelfingen because it did not receive the fenders on display from its big brother. So it fit through the production line.

Both eight-cylinder models in the series offered very good performance and were electronically limited to 250 km / h. In addition to the different maximum torque, the differently translated differential also ensured that the 400 E / E 420 accelerated less strongly than the sporty 500 E / E 500 and took 1.1 seconds longer to sprint from 0 to 100 km / h. An interesting technical detail is the fact that the 400 E / E 420 could mathematically achieve a higher top speed than the 500 E / E 500. At the electronically governed top speed of 250 km / h, the five-liter Benz had almost reached its speed limit , while his little brother had even more leeway due to the longer gear ratio of the differential. The performance of the normal eight-cylinder models was once again exceeded by the E 60 AMG with 280 kW, which, like the latter, was only available as a sedan. It was offered as a tuning version of the E 500 through Mercedes dealers. A 500 series rolled off the production line was converted by AMG and, in addition to the larger machine, which was also installed in the SL , received modifications to the chassis in order to do justice to the increased performance.

In contrast to the other members of the W 124 family, the control units for the engine and drive management of the eight-cylinder models were networked using a CAN bus .

Technically, they formed a sub-series that was very different from the other representatives of the model and was closely related to the R 129 and W 140 , but was not explicitly mentioned in the manufacturer's type nomenclature: they continued to operate there as the W 124.

The 500 E cost at least DM 134,520.00 in 1991; in 1994 the E 500 cost 145,590.00 DM. The E 60 AMG was available from DM 179,860.00. His already generously equipped 400 E was at 92,340.00 DM Debut in 1992 comparatively cheap, especially since it was technically similar to its stronger brothers.

T-model (S 124)

Mercedes-Benz S 124 (1989–1993)

The wagon of the W-124 series traditionally bears the sales designation T-Modell (T = Touristik & Transport) at Mercedes , but as a type letter it was preceded by the S, i.e. S 124. It was presented in September 1985 at the IAA . The station wagon was lined with carpet in the trunk as standard, and the interior could also be upgraded with leather. In addition, there was an electrically closing trunk lid for the first time, the so-called closing aid.

This second generation of the sporty station wagon from Mercedes-Benz largely corresponded technically and stylistically to the sedans: apart from the different rear design and the resulting changes, there were no differences to the sedan. The aggregates, braking system and chassis were also only adapted to the higher payload, but otherwise almost unchanged from the sedans. The T-models had a multi-link rear axle, combined with hydropneumatic level control as standard, and a front suspension strut. The safety standard achieved in the sedans was also largely adopted for the T-models . Findings from safety research flowed particularly into the development of the rear body overhang, a particularly critical area in full-tail saloons. One example of this was the fuel tank, which in the T models was suspended under the vehicle floor due to the design. It was given a special shape with inclined contact surfaces on the top of the tank and the vehicle floor. This ensured that in the event of a rear-end collision the tank was pushed downwards with longitudinal deformation and held in place by safety ropes without hitting the road.

The close relationship between sedan and estate was also evident in the engine: the original model range comprised eight types, the engines of which were also used in the sedans with one exception: the 105 kW (143 hp) three-liter six-cylinder OM turbo-diesel The Mercedes-Benz engineers developed the 603 D 30 A of the 300 TD turbodiesel from the naturally aspirated sedan. The charged diesel was also used in a modified form in the S-Class export model 300 SDL. Conversely, the 2.6-liter gasoline engine and the three-liter naturally aspirated diesel were missing from the sedans' range of engines when the T-model made its debut.

As has been customary in the mid-range Mercedes-Benz series for decades, chassis with partial bodies were also available from the 124 series, which body manufacturers at home and abroad converted into ambulances, station wagons or other special designs. A novelty is that these chassis came from the T-model for the first time and were also manufactured together with it in Bremen. In addition to the version with a normal wheelbase, of which the types 250 D and 230 E were available, there was also an extended version again, which was offered as the 250 D, 230 E and 260 E. Ambulance bodies on these chassis were mainly built at Binz in Lorch, Miesen in Bonn and Visser in Leeuwarden / Netherlands. The body-building companies Pollmann in Bremen, Rappold in Wülfrath, Stolle in Hanover and Welsch in Mayen are among the best-known manufacturers of hearses on the 124 basis.

Until 1993, the S 124 had the suffix TE or TD after the model name derived from the cubic capacity. TE stands for T model and E inspritzer. TD stands for T model and D iesel instead, as is often assumed, for turbo diesel . The turbodiesels were called TD Turbo . From 1993 the T was added to the model name to distinguish it, but no longer appeared on the vehicle itself.

Coupé (C 124)

Mercedes-Benz 320 CE (1987–1989)

In March 1987, Mercedes-Benz again expanded the model range of the series. Initially, two coupé types made their debut at the Geneva Motor Show , completing the range as a third body variant. It was closely related to the limousine. However, the floor pan of the four-door model was changed so that the coupe had a wheelbase 8.5 centimeters shorter. This underlined the sporty character of the two-door model and made it a body variant that was both structurally and formally independent. It carried the wide side planks from the beginning before they were introduced in the other body versions, but in two different shades of gray (light gray to match silver, dark gray to anthracite; otherwise it was mostly used in contrasts, for example black with light gray plank or white with it dark gray).

Mercedes-Benz E 220 Coupé
(1993–1996)

It was not until the first facelift (MOPF 1) in September 1989 that the side paneling was then adapted to the respective body color on all models. The similarities with the sedan were limited to the front end and the rear lights. The safety standard achieved in the sedans of the series was adopted for the coupé models. B-pillars were offset by reinforced A-pillars, side skirts and doors as well as a particularly high proportion of high-strength steel sheets. The vehicles manufactured without a B-pillar had no window frames, so that the side windows could be completely lowered without a frame. In addition, the seat belt feeder from the C 126 was taken over due to the lack of an attachment option on the non-existent B-pillar.

A new approach was taken with the roof closure: the inner lining of the roof was pulled a little under the rear window, which benefited the safety and comfort of the rear passengers: in the event of danger, there was neither sheet metal nor window edge in the head area. And since the roof sloped far back despite the coupé shape, the rear passengers had more headroom than one was used to from a coupé. The overlap area was optically concealed by a dark grid on the pane.

The coupé was available in five variants, as E 200, 220 CE / E 220, 230 CE, 300 CE, and as 300 CE-24 or 320 CE and E 320. In addition, there were also the AMG versions (E 36 AMG ). The Sportline package was also available.

Cabriolet (A 124)

Mercedes-Benz 300 CE-24 Cabriolet
(1991-1993)

The 300 CE-24 Cabriolet , another body variant of the 124 series, was presented at the IAA in September 1991. The convertible was developed on the basis of the coupé. In order to be able to guarantee torsional rigidity , around 1,000 parts were revised or redesigned. In some cases, load-bearing sheets had to be made from higher quality material.

From the end of 1991 the convertible was offered in Germany (and other continental European countries) initially exclusively with the 3-liter four-valve engine as the 300 CE-24, which was already being phased out in other models . In North America, Japan and the British Isles, however, the convertible came in October 1992 exclusively with the new 3.2-liter engine as 320 CE (in Japan and as right-hand drive in Great Britain and Ireland) or 300 CE (in the USA and Canada). All three variants were only built up to MOPF 2 in 1993 and can be recognized by the chrome grill.

With the MOPF 2, the aforementioned six-cylinder models were replaced worldwide by the E 320, while the convertible was now (with the exception of North America and Japan) also available with four-cylinder engines for the first time, namely as the E 200 in southern Europe (also offered in Germany from 1994) and the E 220 in the remaining states.

The E-Class Cabrio was also delivered as a special Final Edition (code 907) from October 1996 to July 1997 , which was characterized by black-brown burl wood in the standard version. Slate-gray wood inlays made of appropriately stained bird's-eye maple (instead of the red-brown root wood used in all other E-Class convertibles) were available as special equipment (as was previously the case with the E 500 model). The convertibles were only available with black leather upholstery (instead of the other leather colors beige or mushroom , brown or brazil , gray or blue , which were otherwise also available until the end ). Furthermore, manual air conditioning, lowering and AMG light alloy wheels were included in the package. In this respect, the special model was less individual, but it was cheaper (at a base price of 79,925.00 DM for the E 200, 88,435.00 DM for the E 220 and 114,770.00 DM for the E 320) than the vehicles that were also available up to now collated colors and comparable extras. A total of 1390 convertibles left the factory as Final Edition , of which 570 E 200, 654 E 220, and 166 E 320.

The E 36 AMG, offered outside of North America and produced in 68 units (14 of them as right-hand drive for Great Britain), was the AMG model based on the E 320, but upgraded with an AMG engine tuning, after the predecessor model was already via the Daimler-Benz Sales network as 300 CE-24 3.4 AMG could be ordered. Production of the E-Class Cabriolet ended on July 4, 1997. The export to overseas was stopped in 1995.

The 33,968 convertibles produced were

  • 6922 E 200,
  • 8458 E 220,
  • 6359 300 CE-24 (incl.3.4 AMG),
  • 766 300 CE (with 3.2 liter engine), as well
  • 11,463 E 320 (incl. 320 CE and E 36 AMG).

15,247 convertibles were exported, of which 6,140 six-cylinder models went to the USA and 1,360 right-hand drive vehicles to Great Britain (and another 310 to Australia). The models exported to Japan were all left-hand drive vehicles, even though there is left-hand traffic there. At the 1997 IAA, the CLK convertible based on the smaller C-Class was presented as the successor.

gallery

Technology and facelift

The design of the 124 series showed a family resemblance to the compact class W 201, but also had separate form elements that were used here for the first time and had a factual, functional background. Bruno Sacco , Joseph Gallitzendörfer and Peter Pfeiffer were responsible for this design . The characteristic stern, for example, which tapers towards the rear and was strongly rounded at the upper side edges, had a positive effect on air resistance and was based on tests in the wind tunnel. These aerodynamic optimizations led to a drag coefficient (c w value) that was 0.29 to 0.30 depending on the model when it was launched in 1984 (later versions reached up to 0.26). The W 124 thus undercut the Audi 100 from 1982 with a cd value of 0.30. In addition, the W 124 was 80 to 135 kg lighter than its predecessor, the W 123 . This and the lower air resistance resulted in better driving performance and lower fuel consumption.

250 D Turbo (American version) with the typical air inlet slots in the right fender

Two other typical design features were the trapezoidal, far-drawn trunk lid and the sloping inner edges of the almost square-shaped tail lights. This enabled a particularly low loading sill for the large trunk.

The era of great differences between strong six-cylinder models and four-cylinder variants with moderate power was over in 1984. This was made clear by the equipment in the W 124: outwardly, all models in the series were almost identical. The only differences were in the rear silencer, which was twin-flow in the six-cylinder models, and in the front apron, which had lamellar air inlet slots on the 300 D and the vehicles with air conditioning.

The chassis is essentially the same as that of the W 201, with a strut axle at the front and multi-link axle at the rear. The rear axle drive was not screwed directly to the rear axle carrier , but attached via rubber bearings to better dampen noise. The chassis is characterized by largely neutral behavior and good controllability in the limit area.

The passenger-side airbag "cost" the glove box.

The underside of the engine compartment was clad, and the diesel models , like the 190 D , received a fully encapsulated engine compartment. The cooling air entered the engine compartment through the radiator and exited again via thermostat-controlled flaps. This made the vehicles quiet.

Special safety devices protect passengers and drivers. As is usual with Mercedes, innovations were repeatedly incorporated into the series during the construction period. From 1988 the ABS and from 1992 the driver airbag series, later also the passenger airbag. The variable-length single-arm wiper, which wipes 86% of the windshield, and the multi-link rear axle are further innovations in the field of vehicle safety (which the W201, which appeared in 1982, had for the first time). Shortly after the facelift in 1993 ( MOPF 2 ), the car received a locking system with infrared control for closing the windows and the sunroof , which up until then was also possible by holding the key for a long time when locking.

Schematic structure of the 4-Matic all-wheel drive system

From September 1985, a regulated exhaust gas cleaning system with a three-way catalytic converter was made available on request for all gasoline-powered models in the series, with the exception of the carburettor-equipped type 200 . Alternatively, the so-called "RÜF version" was available, in which the vehicle was delivered without a catalytic converter and lambda probe, but with the multifunctional mixture preparation and ignition system (MF system). Retrofitting with a regulated catalytic converter was therefore possible at any time. From September 1986 the carburettor model with an exhaust gas cleaning system was also available. At this point in time, the regulated catalytic converter was standard equipment on all Mercedes-Benz passenger car models with petrol engines. The automatic locking differential (ASD) and 4MATIC all - wheel drive were also available for an extra charge .

At the beginning, taxi drivers in particular complained of quality defects in the diesel versions with manual gearshifts (the “ bonanza effect ”, a build-up when changing gears), all of which were remedied by 1989. As before, the automatic transmission remained the more comfortable version, which - like a sports manual transmission - was an option for most engine variants. In contrast to its predecessors, the W123 and / 8, the W124 was no longer available with a steering column switch (gear lever on the steering column).

First facelift

Mercedes-Benz 250 D (1989–1993)
Rear view

In September 1989 Mercedes-Benz showed a revised model range of the middle class at the Frankfurt IAA as part of the first facelift , called “MOPF 1” in the “ Argot ” of the Mercedes sales organization.

The revision focused on the stylistic modifications of the body and the redesign of the interior. The most striking distinguishing feature of the facelifted types were the side flank protection strips with integrated longitudinal sill panels, which the coupé models had received in a similar form two and a half years earlier. Narrow decorative strips made of polished stainless steel were now attached to their upper edge, which continued on the upper side of the front and rear aprons and brought back the much-missed chrome shine after long abstinence in a subtle form. There were also chrome-plated decorative bars on the door handles and modified wheel trims, in which the Mercedes star and a narrow decorative ring on the circumference were also chrome-plated. Another innovation was the exterior mirror housings painted in the vehicle color. In addition to more tightly coordinated springs and shock absorbers, the range of equipment also included a modified interior with a leather steering wheel and gearshift lever, as well as improved individual seats at the front and rear with numerous improvements in detail. In addition, the door panels were provided with wooden frames.

For all models in the 124 series, with the exception of the 4MATIC variants, the Sportline package, already familiar from the compact class models, was available as an option from September onwards. External features were the sports chassis with wide tires of size 205/60 R 15 on light alloy or steel rims 7 J × 15 and a significantly lowered body.

The revised model range of the 124 series also offered five new models. There was now a three-liter, six-cylinder engine with four-valve technology for the sedan, coupé and station wagon. The unit came from the 300 SL-24 sports car. With the types 300 E-24, 300 CE-24 and 300 TE-24, however, the same catalytic converter cross-section could not be used as in the SL due to the different installation conditions. This is why the rated output of 162 kW (220 PS) was 8.1 kW (11 PS) lower than in the sports car (170 kW / 231 PS).

Mercedes-Benz 260 E Long (1989-1993)

As the fourth body variant of the middle class, Mercedes presented a sedan with an extended wheelbase at the IAA. Series production of these long limousines began in May 1990.

It was named V 124. After a four-year break, there was again a long version in the sales range. The long structure was developed in close cooperation with the Binz company in Lorch, which then also carried out the structural work in series production. The wheelbase grew by 80 centimeters to 3.60 meters, and the overall length increased by the same amount. In contrast to their predecessor models, the 250 D long and 260 E long models were presented with six doors and a fully-fledged middle bench, which in terms of seat depth and backrest height was almost the same as the row of rear seats. In 1992 the 260 E long was replaced by the 280 E long.

So-called "stretchers" such as Boonacker (NL) or Haarlem bV (NL) also offered the W124 with a wheelbase extended to 3.86 m (instead of 2.80 m) until 1996. The middle door was wider by the same amount, which offered a little more aesthetic design and comfort in the middle row of seats than in the original. Unusual engine variants such as the 200D or the 300 TD were introduced here.

New four-valve engine types and renaming to the E-Class

Mercedes-Benz E 280 (1993–1995)

A new generation of petrol engines (types 200, 220, 280, 320) was initially installed as a four-valve engine from September 1992, so that there was a roughly six-month transition phase in the model update, the models 200 E / TE, 220 E / TE / CE, 280 E. / TE, 320 E / TE / CE, later E 220, E 220 T etc. The models 230 E, 260 E, 300 E and 300 E-24 were omitted. The output of the 320 four-valve engine corresponded to the previous model 300 E-24 with 220 hp, but with improved torque. The eight-cylinder engines of the M 119 family (from 1990) that were used had four valves per combustion chamber from the start.

The diesels were also partially redesigned to four-valve units: the basic model, the four-cylinder 200 D diesel, remained a two-valve engine, but the 250 and 300 naturally aspirated diesel engines (five and six-cylinder) now received four-valve cylinder heads and showed moderate increases in performance. The disadvantage of the four-valve diesels was the more complex intake manifold, which required more effort for work such as changing glow plugs. Like the 200 D, the 250 turbodiesel and the 300 turbodiesel were not changed and remained two-valve until the model change. The use of the “gills”, which previously showed the 300 turbo engine exclusively in the W124, was irritating: the four-valve suction cups were now also provided with gills to improve air intake.

Some of the W124s that were built during this phase are among the most sought-after normal vehicles: already equipped with the more modern, more powerful, more economical engines, but still in the older body shape, which was later recognized as better because of its lower susceptibility to rust.

In mid-1993, the E-Class was created with the "MOPF 2" . From now on, the "E" was at the beginning of every type plate, including diesels (e.g. E 200 Diesel). The radiator grille and the rear were modified, the star moved from the chrome grille to the hood, the chrome grille was changed to the so-called "badge cooler". The color of the front and rear indicators changed from yellow to white or gray. Also in the interior z. B. Ashtray and switch modified.

Introduction of water-based paints

Probably in the course of 1992, i.e. before the actual MOPF2, the switch to water-based paints took place in the Sindelfingen and Bremen plants. Aided by initially too long cleaning cycles, the paint baths became contaminated with anaerobic bacteria. The car bodies, which were protected against corrosion with contaminated paints, proved to be more at risk of rusting in the following years. Vehicles that were treated shortly after cleaning the paint bath (i.e. before the new germ contamination), however, had a good paint quality.

Equipment variants

Interior of a W 124 (1984–1989)
View into the interior of an E 500

Equipment lines (Classic, Elegance, Avantgarde), as they were first introduced in this class with the 124 successor E-Class (210 series) and bundled the previously individually available optional extras in packages, did not yet exist on the 124. All extras had to be ordered individually. Even then, there were numerous options in the price list, including electric seat adjustment with and without memory, electric window lifters or extras that were rarely ordered on the German market, such as: B. travel computer, automatic air conditioning or auxiliary heating. It was not until model year 1990 that the Sportline equipment package was offered as an option, which included a sports chassis with a wider track and a body lowered by around 20 mm, a more direct steering ratio, 8-hole light alloy wheels and sports seats with fabric upholstery.

In the interior, the standard models offered the choice between various upholstery colors and patterns as well as various (partial) leather appointments. For the wood applications, which from 1989 (MOPF 1) were not only attached to the center console, but also extended to a strip on the dashboard and in the doors, there was zebrano wood or root wood (for a surcharge). For the top models (eight-cylinder or AMG) and for the convertible in the Final Edition, wooden fittings in bird's eye maple were available as a special request . The convertibles exported to the USA and Japan had most of the optional extras such as automatic transmission, automatic air conditioning, leather and cruise control that were subject to surcharge in Europe.

With the "normal" models (not eight-cylinder and AMG variants), there was a significant increase in the average equipment from the beginning to the end of the construction period. The first vehicles often had no air conditioning or electric window lifters, but in the last series, such “sparsely” equipped examples are rare.

End of production

In mid-1995, production of the sedan was discontinued in Germany in favor of the successor model, the W 210 . The E 220 and E 250 Diesel models continued to be built in Pune, India, from 1995 . Production there was stopped in 1998 after 2465 copies and also switched to the successor model of the 210 series.

The T-model was still produced in Bremen until June 1996, the coupés until the end of 1996 and the convertibles at Karmann until June 1997. From then on, convertibles and coupés were no longer built on the basis of the E-Class, but replaced by the CLK-Class models , which are based on the C-Class .

Technical specifications

Numerous engines of the 124 series were newly developed. For example, the six-cylinder injection engines of the type M 103 with a displacement of 2.6 and 3.0 liters in the types 260 E (118 kW / 160 PS) and 300 E (132 kW / 180 PS) were completely redesigned . The new generation of diesel engines included all three engines from the 124 series. The OM 601 of the 200 D (53 kW / 72 hp) worked with the same performance data in the 190 D of the compact class. New in the 124 series were the five-cylinder version OM 602 with 2.5 liter displacement in the 250 D (66 kW / 90 PS) and the 3.0-liter six-cylinder OM 603 in the 300 D (80 kW / 109 PS). The four-cylinder engines of the Mercedes-Benz 200 (80 kW / 109 PS) and 230 E (100 kW / 136 PS) came from the previous 123 series and belonged to the M 102 engine family , which was also the engine of the 200 E (90 kW / 122 PS) comes from. The five-liter version of the slightly modified eight-cylinder M 119 engines was converted from the SL to the 500 E (240 kW / 326 PS) in 1990 and from the S-Class to the 400 E (205 kW / 279 PS) in 1992 , here with a displacement of 4.2 liters , accepted.

 * The engine designation is coded as follows: M = engine, OM = oil engine, series = 3 digits, E = intake manifold injection, KE = port injection, DE = direct injection, ML = compressor, L = charge air cooling, A = exhaust gas turbocharger, red. = reduced performance / displacement, LS = performance increase

Clean turbodiesel

The changes that took effect from September 1988, which were also made in the three-liter turbo-diesel, focused on reducing particle emissions by improving the combustion process. This goal was achieved by using a newly designed prechamber with angled injection, which ensured more efficient combustion. The side effect of the new diesel technology was an increase in output of 2.9 kW (4 hp) in both engines. The external appearance of the 250 D Turbo corresponded to its sister model with a three-liter engine in terms of the additional air inlet openings. In September 1988, all types of the series received an extended standard equipment, which now also included the anti-lock braking system ABS and a heated right exterior mirror. The windscreen washer system taken over from the S-Class was provided with a heated washer tank as well as heated nozzles and hoses on this occasion.

Diesel '89 initiative

As part of the “Diesel '89” initiative, the uncharged diesel cars were also equipped with revised engines in February 1989: They also received the new prechambers with angled injection. The new diesel technology also resulted in an increase in output of 2.2 kW (3 hp) for the 200 D and 2.9 kW (4 hp) for the 250 D and 300 D in the naturally aspirated engines. In addition, the injection pumps of all naturally aspirated diesel engines were given an altitude correction box to keep emissions low even when operating at high altitude. The improved types, whose particle emissions were reduced by 40 percent, met the strict particle limit values ​​applicable in the USA even without a soot filter and were almost smoke-free. The pollutant emissions were reduced even further with the help of a complex exhaust gas purification system, in which an oxidation catalytic converter specially developed for diesel engines was combined with carefully coordinated exhaust gas recirculation. This very efficient system was available as an option for diesel cars with naturally aspirated engines from October 1990 and six months later for types with turbo engines.

Production numbers

Production line in the Daimler-Benz plant in Untertürkheim
Attachment of the grille during final assembly

The 124 series was produced in a total of 2,583,470 copies. This almost reached the total number of the previous model. The 124 series sold very well worldwide, but the BMW 5 series had been a major competitor in the market since 1988 at the latest , and it weakened the monopoly position (which the W123 still enjoyed). The limousines were produced in Sindelfingen. Like the predecessor, the T-models were manufactured in Bremen. The top model 500 E was partially assembled at Porsche in Stuttgart-Zuffenhausen until the model upgrade 2 (E 500). Production orders for convertibles were temporarily awarded to Karmann .

The different body styles were produced:

  • Sedan: 2,058,777 units
  • Combi: 340.503 pieces
  • Coupé: 141,498 units
  • Convertible: 33,968 units
  • Long version: 2,362 pieces
  • Basic vehicle for special modifications: 6,426 units

particularities

In the course of the ever increasing prices for fossil fuels, the two-valve diesel engines of the W 124 have achieved a certain fame for the fact that they can be driven with pure vegetable oil without further modifications .

Since the pre-chamber diesel engines OM 601, OM 602 and OM 603 are equipped with robust Bosch in-line injection pumps, in contrast to the distributor injection pumps that are often used elsewhere, no problems are to be expected when using unspecified fuels such as vegetable oil.

Due to the design of the in-line injection pump, the viscosity of the fuel has no influence on the regulation of the injection timing device. This makes the entire engine a little less prone to problems in the fuel system (air, clogged filters, etc.). The piston pre-feed pump often used in in-line injection pumps is also usually less sensitive than the vane cell pump used in distributor injection pumps, which can stick and become inoperative if the system is not used for a long time and, above all, air in the system.

For the cold winter months, it is still advisable to install an additional heat exchanger to heat the fuel. This measure improves the flowability of the vegetable oil, which is viscous at low temperatures.

In addition, various settings such as the nozzle opening pressure, the start of delivery and the optimization of the fuel supply can be used to prevent the typical “chip shop smell”. This also improves the cold start with vegetable oil and the behavior at full load.

Current situation

The 124 series enjoyed continued popularity. The high mileage, especially in taxi operation, and the number of vehicles in traffic to date speak for the quality of this model. Well-preserved models are in great demand, with prices for coupes, convertibles and station wagons in particular beginning to rise. The very rarely built copies of the long versions (6-door V124) have become a true collector's passion. Here, prices are now being offered above the original purchase price. Some extremely rare versions of the W124 that have been retrofitted to the opulent 6-door (wheelbase 386 cm instead of 380 cm in the original such as Boonacker & Haarlem bV Holland) are used by enthusiasts as everyday vehicles, mostly in the diplomatic service of emerging and developing countries or also as a taxi for large families.

As a result, series 124 forums have developed on the Internet in recent years, in which an exchange about the models takes place and meetings are organized. The 124 , which was built before the expansion policy of the CEOs Edzard Reuter and Jürgen Schrempp , is sometimes referred to as "the last real Mercedes" because of its development and processing quality - which also happened to the W123 .

literature

  • Heribert Hofner, Tobias Zoporowski: Mercedes-Benz W 124 , Heel Verlag, Königswinter 2014, ISBN 978-3-86852-937-1 .
  • Purchase advice (coupé) in Oldtimer Markt, issue 02/2008, p. 36 ff.
  • Mercedes-Benz AG: The E-Class Cabriolet "Final Edition" , issue 11/1996
  • Mercedes-Benz AG: Operating Instructions 200 D, 250 D, 300 D , edition 02/1985 (Danish)
  • Mercedes-Benz AG: Operating Instructions 200, 200 E, 230 E, 260 E, 300 E, 300 E-24, 230 CE, 300 CE, 300 CE-24, 260 E 4MATIC, 300 E 4MATIC , edition 07/1989 (Danish )
  • Mercedes-Benz AG: Operating Instructions 200 E, 230 E, 260 E, 300 E, 300 E-24, 230 CE, 300 CE, 300 CE-24, 300 E 4MATIC , edition 04/1990 (Swedish)
  • Mercedes-Benz AG: Operating Instructions 200 D, 250 D, 300 D, 250 D Turbo, 300 D Turbo, 300 D 4MATIC, 300 D Turbo 4MATIC , edition 01/1991
  • Mercedes-Benz AG: 200 E, 230 E, 260 E, 300 E, 500 E, 300 E-24, 200 CE, 230 CE, 300 CE, 300 CE-24, 300 E 4MATIC , edition 10/1991 (English)
  • Mercedes-Benz AG: Price list for the convertibles of the E-Class (124 series), valid from March 3, 1997

Web links

Commons : Mercedes-Benz 124 series  - Collection of pictures, videos and audio files

Individual evidence

  1. "Brutal dignified", Oldtimer Markt 3/2017, p. 12 ff
  2. ^ “The eight of feelings”, Auto Motor und Sport 3/1992, p. 55 f
  3. "Class instead of mass", Auto Motor und Sport 22/1992, p. 36 f
  4. "THE LIMOUSINE 200-400 OF MERCEDES-BENZ" model Catalog of Mercedes-Benz AG, Stuttgart-Untertürkheim VP / KMW 6701 · 0104 · 00-00 / 1092, p 33
  5. ^ Mercedes Benz AG: The E-Class Cabriolet "Final Edition", edition 11/1996
  6. Mercedes Benz AG: Price list for the convertibles of the E-Class (124 series), valid from March 3, 1997
  7. ^ Daimler AG, Archives & Collection, Mercedes-Benz Cars, Brand Communications
  8. Mercedes W 124 (1985–1989) - What good is one? → Model history , AUTO BILD 47/2000 - February 25, 2002
  9. Alf Cremers: The weak points of the Mercedes W 124: Rust-red area . In: auto motor und sport . ( auto-motor-und-sport.de [accessed on May 31, 2018]).
  10. a b c d e f List of Mercedes-Benz car models not suitable for E10
  11. Mercedes W124. The biggest problem is that nobody wants to give it up
  12. Haiko Prengel: Inexpensive vintage cars - Mercedes W124: Quiet in the salon . In: Spiegel Online . November 1, 2015 ( spiegel.de [accessed November 19, 2017]).
  13. Buying advice for the Mercedes-Benz W124: Keep your eyes open when buying a classic car . In: auto motor und sport . ( auto-motor-und-sport.de [accessed on November 19, 2017]).
  14. Stephan Arensmeier: Investment tip: Mercedes-Benz W124. Retrieved November 19, 2017 .
  15. Michael Schröder: Mercedes 260 E long driving report: Not without my family . In: auto motor und sport . ( auto-motor-und-sport.de [accessed on November 19, 2017]).
  16. Mercedes E-Class W 124 (1984-1997) - the last real Benz . In: www.t-online.de . ( t-online.de [accessed on November 19, 2017]).
  17. Vogel Business Media GmbH & Co. KG: Mercedes W 124 - the last real Benz? ( vogel.de [accessed on November 19, 2017]).