Mercedes 450SEL
The Mercedes-benz 450SEL is German engineering from a generation or two earlier. The W116 S-class was first seen in September 1972 in six-cylinder and 197bhp 3.5-litre V8 form, and the 221bhp 4.5-litre 450SE and long-wheelbase SEL arrived six months later. A 450SEL 6.9, with 282bhp from Mercedes’ biggest-ever V8, arrived in 1974; the time for picking up one of those was five years ago. They were all crammed full of the latest safety innovations, from a fuel tank in a protected position over the rear axle to wraparound indicators and ribbed tail lights that stayed cleaner in bad weather. I can see plenty more evidence of advanced safety thinking inside as I settle into the broad, leather-faced driver’s seat. There are head restraints on all four seats, the seat belts are modern-style inertia reels, and there’s a big crash pad in the centre of the steering wheel. Behind that big wheel there’s a pod containing three instruments, with a 160mph speedo in the middle. To the left a combination gauge shows fuel level, coolant temperature and oil pressure, but on the right what I’m expecting to be a rev counter turns out to be an analogue clock. Despite the chrome highlights on the rectangular air vents and the timber strip across the dash it’s a low-key interior but it still has a subtle air of luxury about it, stemming from the quality of the materials and the high standards of fit and finish.
It’s a glassy cabin with a great view in every direction. Out front I’m looking over the humped bonnet to the three-pointed star on top of the grille, an ever-present reminder of what I’m driving. I click the gear selector through its serpentine gate into Drive and give the long-travel accelerator pedal a good shove, and the V8’s busy, bassy idle grows into a growl that builds with the speed. It’s never intrusive, but it underlines that the Mercedes is no limousine, even in long-wheelbase form – it’s a luxury saloon car that offers as much for the driver as for the passengers.
Though you can hear the tyres thump into potholes, the all-round independent suspension – coil springs and wishbones up front, a new-fangled semi-trailing arm set-up at the rear – does a fine job of insulating the occupants from the disturbance. Stability at speed is excellent, and you can well imagine German execs cruising the autobahnen at an unfussed 200km/h in these back in the Seventies. Supple springs allow a degree of body roll, but the W116 seems to adopt an attitude and maintain it through a corner, and the new rear suspension is more trustworthy than the old swing axle arrangement that Mercedes had relied on for years. Though the steering wheel is vast, in usual Mercedes style, the steering system itself is very direct so it’s easy to place the big Merc accurately on the road, and thanks to the zero offset geometry there’s little kickback. It makes the W116 a fine car for an entertainingly twisty road, as long as it’s one wide enough to accommodate the substantial size.
Over an eight-year production run more than 150,000 W116 V8s were built, two thirds of them the 4.5-litre car. The iron-block 3.5-litre and 4.5-litre engines are both very robust units which take high mileages in their stride given regular oil changes. The most common issue is oil smoke on the over-run caused by worn valve
‘You can well imagine German execs cruising the autobahnen at an unfussed 200km/h in these back in the Seventies’
guides. Early cars had Bosch D-jetronic electronically controlled injection, but mechanical K-jetronic took over from 1976. Timing chains should be changed every 100,000 miles. The Mercedes-built transmissions are strong, but watch out for gearboxes that slip out of gear and check that the fluid is clear and has no sign of a burnt smell.
The biggest issues with the W116 are likely to be because of rust, which attacks the sills, wheelarches, boot floor and front bulkhead. Chrome wheel arch trims can hide rusting arch lips. On cars with sunroofs the drain holes can block up leading to rusting of the roof. Inside, check for sagging seats and headlinings and cracked or missing wood trim. Parts availability is good but prices can be high – a secondhand front wing is £200, for example.
Running cars can be found for under £5000, while the best 450s can approach £15,000. The rarer 450SEL 6.9 costs more to buy and to run, because the cars are more complicated and the larger engine makes access for maintenance and repair more difficult.