| Mercedes-Benz W124 | |
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| Overview | |
| Manufacturer | Daimler-Benz |
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| Designer |
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| Body and chassis | |
| Class | Executive car[6]/Grand tourer (E/S) |
| Body style | |
| Layout | Front engine,rear-wheel drive /four-wheel drive |
| Related | Mercedes-Benz E-Class Ssangyong Chairman |
| Powertrain | |
| Engine | Petrol |
| Transmission | |
| Dimensions | |
| Wheelbase |
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| Length |
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| Width |
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| Height |
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| Curb weight |
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| Chronology | |
| Predecessor | Mercedes-Benz W123 |
| Successor |
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TheMercedes-Benz W124 is a range ofexecutive cars made byDaimler-Benz from 1984 to 1997. The range included numerous body configurations, and though collectively referred to as the W-124, official internal chassis designations varied by body style: saloon (W 124); estate (S 124); coupé (C 124); cabriolet (A 124); limousine (V 124); rolling chassis (F 124); and long-wheelbase rolling chassis (VF 124).
From 1993, the 124 series was officially marketed as theE-Class. The W 124 followed the123 series from 1984 and was succeeded by theW 210 E-Class (saloons, estates, rolling chassis) after 1995, and theC 208 CLK-Class (coupés, and cabriolets) in 1997.
In North America, the W124 was launched in early November 1985 as a 1986 model and marketed through the 1995 model year. Pre-series production began at the beginning of November 1984, with press presentation on Monday, 26 November 1984 inSeville, Spain, and customer deliveries and European market launch starting in January 1985.
The W124 was amid-sized vehicle platform, which entered planning in the autumn of 1976 under development Hans Scherenberg. In July 1977, the W124 program officially began, with R&D commencing work under newly appointed Werner Breitschwerdt. In April 1978, decisions were made to base it on theMercedes-Benz W201 model program. By April 1979, a package plan was completed for the program, laying out the guidelines of the project. During the winter of 1980–1981, the final exterior for the W124 program was completed, chosen as the leading proposal by design director Bruno Sacco, and approved by the board of management in early 1981. By mid-1982, the first prototypes reflective of the production design, were assembled and sent to testing. In March 1984, pilot production commenced and development of the sedan concluded with engineering sign-off.[7][8]
Front suspension used a separate spring and damper with a rubber top mount with control arms directly mounted to the body, without a subframe. The rear suspension of the W124 featured the Mercedesmulti-link axle introduced in 1982 with the Mercedes W201 and which is now standard on many modern cars. Estate cars (and optionally, sedans and coupés) had Citroën-like rearself-leveling suspension with suspensionstruts rather than shock absorbers,gas-filled suspension spheres to provide damping and an under bonnet pressurizing pump. Unlike the traditionalCitroën application, the Mercedes suspension system had a fixed ride height and employed rearcoil springs to maintain the static ride height when parked.
The W124 was the first Mercedes series to be fitted with the iconic 15-hole, flat-faced alloy wheels characteristic of Mercedes-Benz cars of the 1980s and 1990s. The alloy wheels were nicknamed 'Gullideckel' ormanhole covers, because they resemble manhole or drainage covers in Germany, which are consistently round in shape with a series of 15- or 16-holes around the outer edge, often within a concentric ring. Gullideckel wheels in a variety of diameter and offset specifications were later incorporated into the facelift versions of theW126 S-Class,R107 SL andW201 190E series, and were also the 'non-option' wheel on theR129 SL-Class roadster.[9]
Much of the 124's engineering and many of its features were advanced automotive technology at its introduction, incorporating innovations that have been adopted throughout the industry.[10] It had one of the lowest coefficient of drag (Cd) of any vehicle of the time (0.28 for the 200/200D model for the European market with 185/65 R15 tires) due to its aerodynamic body, that included plastic molding for the undercarriage to streamline airflow beneath the car, reducing fuel consumption and wind noise. It had a singlewindscreen wiper that had an eccentric mechanism at its base that extended the wiper's reach to the top corners of the windscreen (more than if it had traveled in a simple arc). The saloon/sedan, coupés and convertibles had optional rear headrests that would fold down remotely to improve rearward visibility when required. This feature was not available for the T-model because of its specific layout (no space to store the retractable headrests), but the estate serially came with a "neighbour-friendly" rear door that was pulled in the shut-position silently and automatically by a sensor-controlled servomotor. This allowed the use of a tighter fitting rear gate, minimizing the cabin noise in the T-model - sometimes an area of concern for station wagons.[11]
The estate cars (chassis designation S124) came in 5 or 7-seat models, the 7-seater having a rear-facing bench seat that folded flush luggage compartment cover and an optional (in the US until 1994) retractablecargo net. To provide a flat loading floor with the seat folded down, the T-model's rear seat squab was mounted about 10 cm (3.9 in) higher than in saloons, robbing rear seat passengers of some head room.[11] The S124 estate continued in production alongside the new W210 until the S210 estate launched more than a year later. A two-door coupé version was also built, with the chassis designation C124.
The E 320, E 220, and E 200 cabriolets ceased production in 1997. Indian assembly (in a joint-venture withTelco called Mercedes-Benz India) began in March 1995.[1] Offered with five-cylinder diesel engines built by Mercedes' Indian partnerBajaj Tempo,[12] the W124 was replaced there in December 1997.[1]
Upon launch of serial production in January 1985 (the sedan went on sale in December 1984), the range consisted of seven models, to replace the seven W123 models in production (200, 230E, 250, 280E, 200D, 240D, 300D).
In July the range gained another model, the200E, only for the Italian market. This fuel injected variant of the 200 was meant to suit Italy's tax rates which were based on engine displacement – making it essential to have a more powerful offering beneath the significant 2,000 cc threshold. This version came standard with a five-speed manual transmission or with an optional automatic.
The estate,S124, went on sale in September 1985, repeating most of the sedan's range with the200T, 230TE, 300TE, 200TD, and250TD models. However, it lacked the 2.6-litre M103 and the 3 litre OM603. The latter,300TD, would join the lineup a year later.
Sales to the United States for the 1986Model year began in autumn with the sole offering of the300E sedan in both five-speed and automatic versions. Mercedes-Benz had to modify production for the US market to comply with theEnvironmental Protection Agency's (EPA) automotive emission control regulations and theUS Department of Transportation passenger safety regulations. The W124 design incorporated most of these requirements from the beginning, meaning that the only visible cue for American-destined W124s were the rectangularsealed-beam headlights. Although the US cars were still 100 kg heavier than their European counterparts, engine performance was identical for the duration of production.
While the United States strictly enforced its emission control laws, the European Community's dedication to emission control was much more lax. The 1970 70/220/EEC directive would slowly evolve into theEuropean emission standards that came into effect in January 1993 as the Euro 1, with mandatorycatalytic converters on petrol-engined cars. This gave automotive producers plenty of time to adjust their production to comply with these requirements. Mercedes-Benz began doing so in September 1985, marking its vehicles with three labels:ECE, retroactively applied to unmodified vehicles;KAT, applied to those equipped with the three-way catalytic converter; andRÜF (Rückrüstfahrzeug, which loosely translates as 'retrofit vehicle'), engineered for later installation of the catalytic converter. Engines equipped with catalytic converters also got the EZL ignition system, where distributor advance would now be governed by the ECU taking into account crankshaft and throttle positions, intake vacuum, and air and coolant temperatures, as opposed to the analogue vacuum-driven ignition advance of the TSZ. Only the carburetted 200 and 200T models remained in their original ECE versions.
The effect of the different emissions modifications varied according to type and engine, with the six-cylinders losing up to 10 hp (in part from having their compression ratio decreased) and gaining up to 50 kg in weight, with acceleration, top speed, and fuel expenditure suffering accordingly.
The transitional state for optional catalytic converters ended in September 1986, when they became standard, but the RÜF version would remain a discount option in certain markets. This included the carburettor fed 200 and 200T models, which gained a new double barrelPierburg 2EE downdraft carburettor and EZL ignition.
For the American 1987 MY, Mercedes-Benz introduced theGarret T3 Turbocharger on the OM603, resulting in the300D Turbo and300TD Turbo models, initially only available in the United States. These were seen as successors to the 300D Turbodiesel W123 range, which was the sole representative of that car in the United States from model year 1984 through 1986. Also for 1987, the 5 speed manual option was pulled out for the 300E sedan, leaving all American cars as automatics.
It was during this time that Mercedes-Benz became increasingly concerned at the abundance of"grey" imports. The US legislature not only allowed for registration of privately bought foreign car, but also for third parties to officially import the cars for distribution without paying any commissions to the official dealers. Prior to 1980 the scale was superficial, but as the EPA and CAFE regulations put severe restrictions, compelling Mercedes-Benz to abandon on its petrol engine range of all save the flagship models, grey import dealers filled the void. By 1985 60,000 vehicles were being imported into the United States, with every third being a Mercedes.
With the launch of the W124 model (and parallel new generation of motors for the S-class and the SL) whose performance was now equal to the models on the home market, Mercedes-Benz pursued a multi-million US dollar congressional lobbying campaign that would ultimately manifest in the Imported Vehicle Safety Compliance Act[13] effectively banning private import of all vehicles less than 25 years old.
In early 1987 Mercedes-Benz presented the 2-door coupé. Compared to the sedan, it had a shorter wheelbase and lower roofline, with pillarless glazing. For the comfort of the rear passengers, instead of the large panoramic window of the predecessor, the ceiling padding extended further aback below the rear window glass. The model range consisted of two models: the230CE and300CE, with the same M102 and M103 engines as for the sedan/estate, but with the 5-speed manual standard for both cars.
One of the major novelties for 1987 was the introduction of the4Matic all-wheel drive system, developed to rival Audi'sQuattro and BMW'sXdrive. The system used a number of sensors to determine loss of traction and would automatically engage the central differential providing 4 wheel drive, and then successively lock it and the rear differential as road conditions dictated. The system was initially offered for the260E, 300E, 300D sedans as well as300D and300TDTurbo estates (with the300DTurbo sedan joining in the following year). All aspirated engines could have the choice with either the manual or automatic transmission.
Another major milestone in 1987 was Mercedes-Benz discontinuing its W124 diesel range for North America for the upcoming 1988 MY. This was caused by the reliability issues with theDiesel particulate filter mandated by theCalifornia Air Resources Board. Instead, the petrol-engined 300TE was added (hitherto, the only T-model offered in North America had been the diesel). Previously reserved for the American market, the 300D Turbo and 300TD Turbo became available in all markets during 1987.
Addressing the issue of Diesel emissions, Mercedes Benz made a major modification to the OM 603, redesigning the cylinder head pre-chambers withangled fuel injection. This facilitated more efficient combustion and gave a small power boost. Also, the particulate filter location was moved further away from the engine, while the injection pumps got altitude correction. The end result was a 40 percent reduction in emissions. Aspirated diesels started receiving this technology in February 1989.
The withdrawal of the turbocharged motors from the US market included the 190D 2.5 Turbo, powered by the OM602 equipped with the Garrett T25 turbocharger. To take advantage of the production capacity, Mercedes-Benz opted to add this engine to the W124 lineup as the250D Turbo. In parallel to the facelift of the W201 190, Mercedes-Benz made standard some of the previous extra-cost options: namely the ABS, heated driver's door mirrors and the tank, jets and hoses of the windscreen washer across the whole range of the 124 series.
Also in 1988, Mercedes-Benz began its commitment to fully transition to fuel injection. For this it began to offer the200E and200TE models – with the former already having been offered in Italy – to supplement the200 and200T as new entry models, actively encouraging dealers to promote them to cost-sensitive customers, sometimes, as a no-extra cost discount given the very subtle price difference.
For the United States, the 300E and 300TE were joined by the300CE coupé and the260E for the 1989 model year.
In September 1989 the whole series underwent its first facelift. Externally the cars can be distinguished with plastic side panels, whose top interface had bright chrome strip that continued across the front and rear bumpers. Chrome was also introduced in door handles and hub caps. Body coloured mirrors completed the look. Customers could also order asportline trim with tighter 'sports' suspension, lower driveline and wider 205/60R15 tyres on wider 7J alloy rims (instead of the standard 195/65 R15 on 6.5 inch stamped steel), The facelift was also the curtain call of theRÜF vehicles, as all post facelift W124s now had the catalytic converter as standard.
One major milestone was the introduction of theM104 engine with adouble overhead camshaft cylinder head. Mercedes-Benz has deployed DOHC on the popular 190E 2.3-16 performance model, but these were designed and built byFord-Cosworth whereas, the M104 was internally designed. The model also introduced a two positionvariable valve timing on the intake shaft and anti-knock ignition correction for the ECU. In the same format as the W201, the models were designated as the300E-24, 300TE-24 and300CE-24, indicating the number of valves involved. Sharing the block of the 3.0 litre M103, the motor provided a peak 40 hp boost without any reduction in fuel economy.
The facelifted model went on sale to the United States as the 1990 MY where the 260E was rebadged as the300E 2.6. Joining it was the 300E 4Matic and 300TE 4Matic models.
In June 1990, two Italy-specific models were introduced: the250TD Turbo estate and the200CE coupé, to be in lower tax bands as per smaller engine displacement. Also in 1990, the diesels would make a comeback into the US market for the 1991 MY, but with the turbocharged five-cylinder OM 602 engines, badged as300D 2.5 Turbo and300TD 2.5 Turbo. Standard on the US models and optional on other turbocharged diesels wasexhaust gas recirculation used in conjunction DPF and oxidation catalysts. Unlike the Petrol engine converters, these did not hamper engine performance, but did offer reduced emissions making the option a worthy investment in markets where road tax was tied to CO2. The technology would be offered on atmospheric Diesels in spring of 1991.
The other major event for 1990 was the debut of the W5A 030 722.5 automatic transmission for the M104 engined models. It featured an additionaloverdrive module. 1990 was also the curtain call for carburettors, as the final 200 and 200T were built in June. (The carburettor would carry on in the 190 until January 1991, and in the W460 230G G-wagen until mid-year 1992, though this model was for extra-European export)
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The high performance version of the W124, the500E, was presented in October 1990, with production beginning in February 1991 for spring launch.[14] It used the 5.0 L 32-valve V8M119 engine based on the one used in the500 SL (R129) roadster. It was created and built in close cooperation withPorsche, who engineered the suspension and chassis design with a performance bias. Mercedes entered an agreement with Porsche to assemble the vehicles at their plant inZuffenhausen, as the sportscar maker was in crisis and its factory capacity was underutilized.[15] Porsche also constructed the chassis for the more restrained400E, which lacked the 500E's wider fenders – this was in essence identical to the 500E's chassis.[16]
1991 saw discontinuation of several models, namely the 4Matic 260E and non turbocharged 300D (with the remaining models being available with automatic transmission only). Additionally the underpowered and poorly selling 200TD was also retired.
Mercedes-Benz incrementally introduced DOHC technology, first in the Cosworth built 16-valve M102s for the 190, then the 24-valve M104 engine & the M119 32-valve engines in 1989. In 1991 it was joined by the 3.2 litre M104 on the newW140 S-class, and in summer 1992 Mercedes-Benz was ready to fully transition to the new engine family across the whole mid-range. All, except the 2.0 litre M111 would gain the new Bosch LH Jetronic with HFM system in place of the KE-Jetronic with the EZL ignition and would revert to the pre-catalyst 10.0 compression ratio.
Mercedes-Benz also used this opportunity to optimise the manufacturing process, by making a universalbore size of 89.9 mm for all four engines, thus achieving two identical cylinder blocks and alteringstroke ratio using a range of crankshafts and rods, rather than having to machine four sets of blocks for a universal 80.25 mm stroke.
1993 MY US export retained the 300 series badging (300E,300CE &300CE) in spite of having the 3.2 litre engine. The 280E was badged as300E 2.8. Also for the 1993, export of the 4Matic models were discontinued.
The other major event for 1992 was the start of theA124 Cabriolet production. After the end of theW111 280SE and 280SE 3.5 in 1971, the cabriolet was absent from the line-up for more than two decades. The opportunity for its revival came with theR129 SL, which itself was based on the C124 coupé, where extensive structural reinforcements and emergency gas-firedanti rollover bar enabled compliance with safety regulations. Encouraged by the success of the roadster, Mercedes-Benz embarked on developing a full cabriolet, where the rear passenger headrests covers would act as braces. In Europe production began as the300CE-24 inheriting the 3.0 M104 motor and the name of the now discontinued C124 namesake. For the United States 1993 MY, Mercedes offered the300CE cabriolet with the 3.2 litre M104, making it a unique pre-facelift model for that market.
In August 1993 Mercedes-Benz released the second facelift of the W124. This time the changes were much more drastic, particularly in the fascia which was modelled after the W140 S-class and the newly released W202 C-Class, as part of the company's new corporate styling with regard to the radiator grille that was now integrated into the bonnet's contours, along with the pearl coloured turn indicators. The boot cover was also given a small workover, as were the taillights. Bumper strips on the aprons were now body coloured. The wheels got new hub caps to complete the look.
The petrol engines remained the same for the sedan, estate, and coupé (although the 2.8 litre M104 lost 4 horsepower to fit into a lower tax band), whilst the cabriolet gained the latter's 2.2 litre M111 and 3.2 litre M104, as well as the 2.0 M111 for Greece, Portugal and Italy. The DOHC transition continued on the diesel range, and with the facelift, the 2.5 and 3.0 OM602 and OM603 gained the new 20 and 24 valve cylinder heads, as theOM605 andOM606 motors, providing 20% more power. This did not affect the turbocharged models which would retain the SOHC diesels.
The facelift coincided with the a major re-badging and rebranding that began with launch of theMercedes-Benz C-Class (W202) as a replacement for the W201 in March. Originally the 190 model, and hence nameplate, was to be limited to a few select models, but its popularity caused the series to become a family on its own. Applying the same logic would be unfeasible as the new W202, which was to be more classy, upmarket and less adolescent. In the old system Mercedes-Benz marketed its products on aseries concept which would often, but not always, coincide with the displacement that the engine made. If the car had special features, like a diesel engine or an estate (Transport) body, this would be present in the label eg 250TD. For upmarket trims or models, the suffix was S forSonder (literally translates as special, and figuratively - as exclusive). In 1972, to clarify its selling strategy the product lines were split into the unnamed "standard class", encompassing the/8 models and the S-Class, encompassing models of the newly released116 and107 chassis. However, by the early 1990s, the standard range ballooned to a point where in addition to encompassing more than 8 series at any one time, with some specific models (turbocharged diesels, AWD 4Matics) in several body styles, it now had to incorporate theW463, which, unlike the W460Geländewagen was not a commercial vehicle and was sold through regular Mercedes showrooms. At the same time, having the "S-class" broadly applied to the whole premiere range did not follow, particularly with the R107 SL after 1981, but it did go well for the W126 series and the following W140.
Upon the launch of the W202, Mercedes-Benz decided to make a third product line, opposite to the S-class, theCompact orC-Class, and to avoid it being confused with the existing C124 and A124 models, the label now preceded the model code. The template was well received, and in 1993 the company decided to re-badge, and, effectively, re-brand, the whole product line in a similar fashion, with the W140 now officially privatising the S-Class, the R129 SL becoming theSL-Class, the W463 G-Wagen - the G-Class, leaving W124 series as the sole representative of the unnamed "standard class". Here Daimler chose to keep the common E, which originally stood for Enspritz, or injected, but after the retirement of 200 and 200T in 1990, has become redundant. It was reversed it into theExecutive orE-Class. Attributes of body styles such as C or T were dropped. Diesel powered cars were punctuated with aDiesel badge and those turbocharged -Turbodiesel. Thus the '250TD Turbo' became the 'E250 Turbodiesel' wagon. In certain cases, the model code was adjusted to the real displacement, like the 400E, which became theE420.
For the American 1994 MY, the range was condensed to the E320 for all four body styles and the E300 Diesel for the sedan in addition to the V8 powered E420 and E500.
Thus the model range under the new system was:
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The relation between Mercedes-Benz, its parent company Daimler and theAffalterbach basedAMG was dynamic. Historically, AMG was an independent firm that specialised in both motor racing and aftermarket tuning of Mercedes-Benz models. In the late 1980s, relations between the companies began to converge, particularly with AMG's simultaneous assistance to theDTM entries and expanding its own product line with theAMG Hammer 6.0 model, which was a W124 with a transplantedM117 engine and custom made DOHC cylinder heads along withwide body kits. In 1990, cooperation was made official that AMG aftermarket parts would be offered by Mercedes-Benz on new cars from the dealer. In 1991, this is resulted in a relatively small batch of300E-24 3.4 AMG where the 3.0 litre M104 motor was bored out to 91.5 mm. This was still sold as an aftermarket trim, but the success of this pilot project led to the full partnership evolving to the 1993 agreement were AMG models would now be featured in Mercedes-Benz showrooms.
The facelifted E-Class was represented by theE36 AMG models for the estate, coupé, and cabriolet, where the 3.2 litre M104 was bored and stroked to an oversquare 91.4 x 92.0, giving a 3604 cc displacement. Combined with a 10.5 compression, racing camshafts, and exhaust system, led to an almost 25% increase in power and torque. Along with tighter suspension, reduced accumulation in shifting pattern, gave the cars a 7.2 second 0-100 km/h (62 mph) time and a 250 km/h (155 mph) electrically limited top speed, as part of the gentleman's agreement between Daimler, BMW and Volkswagen and theFederal Ministry for Digital and Transport to keep theAutobahn limit free.
For the sedan, there was no E36 AMG model, as both the in-house E420 and Porsche assembled E500 were still on offer. However, here AMG too offered a performance upgrade, by treating the M119 engine to 100.0 x 94.8 mm 5956 cc displacement, the result was an 18% rise in power and 24% in torque. This made theE60 AMG the top performing sedan available in the company's lineup, and one of the fastest cars available at the time as the 5.2 0-100 km/h (62 mph) time exceeded the performance of the flagship S600 W140 sedan with theM120 V12 engine.
The total amount of E36 and E60 models remains unknown, as these still remained performance packages to the parent E320 and E500 models, that could be both installed by the dealer upon ordering, hence with Mercedes-Benz warranty, or as an aftermarket upgrade by the customer.
Despite the numerous new technologies being released in the post 1993 period (superchargedKompressor M111 motors, turbocharged DOHC diesels,M112 V6 engines, the5G-tronic transmission,ESP etc.) the E-Class W124 markup and model fluctuation remained fixed. The entry E200 2 door models, available in Greece, Italy and Portugal were made available in the home market in February (cabriolet) and December (coupé) of 1994. 1994 MY was the final year when the 124 series sedan was available in the United States, and 1995 MY for the other cars.
With the debut of theW210 E-class sedan in June 1995, production of the W124 began to fold down, with the last vehicles leaving Sindelfingen in August. The E250 Diesel and E220 would continue to be supplied asCKD kits to theChakan plant in India until June of 1996. The estates lingered on until February 1996 and there would be no overlap in production with the S210 estate, that would debut in May. Coupés would follow in March 1996, whilst the cabriolets would soldier on until July 1997. They would not have a direct replacement, as Daimler opted to use the smaller W202 C-class platform for the newMercedes-Benz W208 series that would be badged as theCLK-Class making their respective premieres in January 1997 (Coupé) and March 1998 (Cabriolet).
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In some countries, the final batch of W124 was sold as the limited editionMasterpiece in 1995. Following the impending release of its successor, theMercedes-Benz W210, the remaining units of W124 were fitted with additional accessories found in stock models such as walnut wood steering wheel (optional),airbag for front passenger, walnut center console glove box, electric rear blind and rear seat side window sunshade (optional).[17] There were also 4 unique pieces of accessories fitted to Masterpieces which were not available to any other W124 around the world –gear knob engraved with the wordMasterpiece, stainless door sills engraved withMercedes Benz,Masterpiece label on the right side of the boot and the new 6-hole light alloy wheels.[18]
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As with its predecessors, the W124 platform was adapted for many specialty vehicles. Co-designed with theBinz company, a stretched six-door version was unveiled in 1989. The V124 had an 800 mm long insert at the B-pillar with an additional pair of doors and a forward facing seat bench. Production of the V124 250 D and 260 E began in May 1990, with the latter replaced by the 280 E in July 1992 and re-branded as the E 280 in August 1993. The former got the OM 605 engine of the standard sedan at the August 1993 facelift and also re-branded as the E 250 Diesel. Production ceased in July 1994. A total of 2,342 six-door limousines were built before production halted in July 1994.
Unlike the predecessors, the higher roofline of the S124 estate made it the more suitable basis for commercial chassis such as ambulances, hearses, vans and motorhomes by specialty companies, such as the aforementioned Binz and also C.Miesen, Visser, Rappold, Pollmann, Stolle, Welsch, and others. These were available in short (F124) and long (VF124) wheelbases, with the latter being 650 mm longer. Parent models were the petrol 230 E and 260 E and the diesel 250 D. The latter two were replaced by the 280 E/E 280 and the OM605 motor E 250 Diesel respectively. A total of 1,266 SWB and 5,132 LWB chassis were built by the end of 1995.
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The table gives preproduction to end of production as per Daimler.[19] Daimler lists November 1984 as the start of production for the series but also lists 1985 as part of preproduction for any specific early model. No regular deliveries occurred in 1984.The W124 was also offered as a long wheelbase saloon targeted for taxi companies, but the more luxury equipped version was also used as a limousine.[20][21]
| Body style | Wheelbase | Length | Width | Height | Curb weight |
|---|---|---|---|---|---|
| Sedan/Saloon | 2,800 mm (110.2 in) | 4,740 mm (186.6 in) | 1,740 mm (68.5 in) | 1,428 mm (56.2 in) 1,451 mm (57.1 in) (4Matic) | 1,390 kg (3,064 lb) |
| Sedan/SaloonLWB | 3,600 mm (141.7 in) | 5,540 mm (218.1 in) | 1,740 mm (68.5 in) | 1,480 mm (58.3 in) | 1,635 kg (3,605 lb) |
| Estate | 2,800 mm (110.2 in) | 4,765 mm (187.6 in) | 1,740 mm (68.5 in) | 1,489 mm (58.6 in) 1,498 mm (59.0 in) (4Matic) | 1,510 kg (3,329 lb) |
| Coupé | 2,715 mm (106.9 in) | 4,655 mm (183.3 in) | 1,740 mm (68.5 in) | 1,394 mm (54.9 in) 1,391 mm (54.8 in) (convertible) | 1,390 kg (3,064 lb) |
| 500 E | 2,800 mm (110.2 in) | 4,750 mm (187.0 in) | 1,796 mm (70.7 in) | 1,410 mm (55.5 in) | 1,710 kg (3,770 lb) |
| [20][22][23][24][25][26][27] | |||||
| Chassis code | Model | Engine | Years | Numbers built | Comment |
|---|---|---|---|---|---|
| Petrol engine models, W124 sedan | |||||
| 124.019 | 200 E | 2.0 LM111.940 I4 | 09.1992–07.1993 | 82 558 | |
| E 200 | 07.1993–08.1995 | ||||
| 124.020 | 200 | 2.0 LM102.922 I4 | 01.1985–06.1990 | 110 354 | |
| 124.021 | 200 E | 2.0 LM102.963 I4 | 07.1985–10.1992 | 176 660 | export model for Italy before 09.1988 |
| 124.022 | 220 E | 2.2 LM111.960 I4 | 05.1992–07.1993 | 105 345 | |
| E 220 | 07.1993–06.1996 | CKD assembly in India after 09.1995 | |||
| 124.023 | 230 E | 2.3 LM102.982 I4 | 01.1985–10.1992 | 374 422 | |
| 124.026 | 260 E | 2.6 LM103.940 I6 | 01.1985–10.1992 | 154 391 | sold as 300 E 2.6 in USA for 1990-92 MY |
| 124.028 | 280 E | 2.8 LM104.942 I6 | 09.1992–07.1993 | 57 302 | sold as 300 E 2.8 in USA for 1993 MY |
| E 280 | 07.1993–08.1995 | ||||
| 124.030 | 300 E | 3.0 LM103.983 I6 | 04.1985–11.1992 | 258 063 | |
| 124.031 | 300 E-24 | 3.0 LM104.980 I6 | 08.1989–10.1992 | 19 300 | |
| 300E 3.4 AMG | 3.3 LM104.980 I6 | Conversion model from 300E-24 | |||
| 124.032 | 320 E | 3.2 LM104.992 I6 | 09.1992–07.1993 | 63 950 | sold as 300 E in USA for 1993 MY |
| E 320 | 07.1993–08.1995 | ||||
| 124.034 | 400 E | 4.2 LM119.975 V8 | 09.1991–07.1993 | 22 805 | export model to NA and Japan until 08.1992 |
| E 420 | 07.1993–06.1995 | sold as E 400 in Japan | |||
| 124.036 | 500 E | 5.0 LM119.974 V8 | 02.1991–07.1993 | 10 479 | |
| E 500 | 07.1993–04.1995 | ||||
| 124.036 (options 957, 958) | E 60 AMG | 6.0 LM119 E60 V8 | 09.1993–11.1994 | conversion model from E 500 | |
| Diesel engine models, W124 sedan | |||||
| 124.120 | 200 D | 2.0 LOM601.912 Diesel I4 | 01.1985–07.1993 | 236 926 | |
| E 200 Diesel | 07.1993–08.1995 | ||||
| 124.125 | 250 D | 2.5 LOM602.912 Diesel I5 | 05.1985–07.1993 | 236 811 | |
| 124.126 | E 250 Diesel | 2.5 LOM605.911 Diesel I5 | 07.1993–06.1996 | 41 411 | CKD assembly in India after 09.1995 |
| 124.128 | 250 D Turbo | 2.5 LOM602.962 Turbo Diesel I5 | 03.1998–07.1993 | 48 876 | sold as 300 D 2.5 Turbo in USA for 1990-93 MY |
| E 250 Turbodiesel | 07.1993–06.1995 | ||||
| 124.130 | 300 D | 3.0 LOM603.912 Diesel I6 | 01.1985–07.1993 | 131 647 | |
| 124.131 | E 300 Diesel | 3.0 LOM606.910 Diesel I6 | 07.1993–08.1995 | 23 166 | |
| 124.133 | 300 D Turbo | 3.0 LOM603.960 Turbo Diesel I6 | 04.1986–07.1993 | 38 908 | export model to NA until 08.1987 |
| E 300 Turbodiesel | 07.1993–06.1995 | ||||
| AWD models, W124 sedan | |||||
| 124.226 | 260 E4Matic | 2.6 LM103.943 I6 | 04.1987–06.1991 | 1 943 | |
| 124.230 | 300 E 4Matic | 3.0 LM103.985 I6 | 04.1987–07.1993 | 14 202 | |
| E 300 4Matic | 07.1993–04.1995 | ||||
| 124.330 | 300 D 4Matic | 3.0 LOM603.913 I6 | 03.1987–06.1991 | 1 485 | |
| 124.333 | 300 D Turbo 4Matic | 3.0 LOM603.963 I6 | 03.1988–07.1993 | 2 136 | |
| E 300 Turbodiesel 4matic | 07.1993–03.1995 | ||||
| C124 Coupé | |||||
| 124.040 | 200 CE | 2.0 LM111.940 I4 | 09.1992–07.1993 | 7 848 | export model for Italy, Greece and Portugal until 12.1994 |
| E 200 | 07.1993–03.1996 | ||||
| 124.041 | 200 CE | 2.0 LM102.963 I4 | 06.1990–12.1992 | 5 921 | export model for Italy only |
| 124.042 | 220 CE | 2.2 LM111.960 I4 | 06.1992–07.1993 | 12 337 | |
| E 220 | 07.1993–03.1996 | ||||
| 124.043 | 230 CE | 2.3 LM102.982 I4 | 04.1987–09.1992 | 33 675 | |
| 124.050 | 300 CE | 3.0 LM103.983 I6 | 04.1987–10.1992 | 43 486 | |
| 124.051 | 300 CE-24 | 3.0 LM104.980 I6 | 09.1989–11.1992 | 24 463 | |
| 300 CE 3.4 AMG | 3.3 LM104.980 I6 | Conversion model from 300CE-24 | |||
| 124.052 | 320 CE | 3.2 LM104.992 I6 | 09.1992–07.1993 | 13 768 | sold as 300 CE in USA for 1993 MY |
| E 320 | 03.1993–03.1996 | ||||
| E 36 AMG | 3.6 L M104.9936 I6 | 09.1993-05.1996 | Conversion model from E 320 | ||
| A124 Cabriolet | |||||
| 124.060 | E 200 | 2.0 LM111.940 I4 | 07.1993–07.1997 | 6 922 | export model for Italy, Greece and Portugal until 03.1994 |
| 124.061 | 300 CE-24 | 3.0 LM104.980 I6 | 03.1992–07.1993 | 6 343 | |
| 124.062 | E 220 | 2.2 LM111.960 I4 | 06.1993–07.1997 | 8 458 | |
| 124.066 | 320 CE | 3.2 LM104.992 I6 | 09.1992–07.1993 | 12 229 | Export model to Japan, UK, USA and Ireland; sold as 300 CE in USA for 1993 MY |
| E 320 | 07.1993–06.1997 | ||||
| E 36 AMG | 3.6 L M104.9936 I6 | 07.1993–06.1997 | Conversion model from E 320 | ||
| Petrol engine models, S124 estate | |||||
| 124.079 | 200 TE | 2.0 LM111.940 I4 | 09.1992–07.1993 | 15 279 | |
| E 200 | 07.1993–02.1996 | ||||
| 124.080 | 200 T | 2.0 LM102.922 I4 | 11.1985–05.1990 | 7 467 | |
| 124.081 | 200 TE | 2.0 LM102.963 I4 | 10.1988–10.1992 | 15 279 | |
| 124.082 | 220 TE | 2.2 LM111.960 I4 | 09.1992–07.1993 | 20 057 | |
| E 220 | 07.1993–02.1996 | ||||
| 124.083 | 230 TE | 2.3 LM102.982 I4 | 10.1985–10.1992 | 64 945 | |
| 124.088 | 280 TE | 2.8 LM104.942 I6 | 09.1992–07.1993 | 12 177 | |
| E 280 | 07.1993–02.1996 | ||||
| 124.090 | 300 TE | 3.0 LM103.983 I6 | 11.1985–10.1992 | 41 775 | |
| 124.091 | 300 TE-24 | 3.0 LM104.980 I6 | 09.1989–10.1992 | 6 282 | |
| 300 TE 3.4 AMG | 3.3 LM104.980 I6 | Conversion model from 300CE-24 | |||
| 124.092 | 320 TE | 3.2 LM104.992 I6 | 07.1992–07.1993 | 18 368 | sold as 300 TE in USA for 1993 MY |
| E 320 | 07.1993–02.1996 | ||||
| E 36 AMG | 3.6 L M104.9936 I6 | 09.1993–05.1996 | Conversion model from E 320 | ||
| Diesel engine models, S124 estate | |||||
| 124.180 | 200 TD | 2.0 LOM601.912 Diesel I4 | 10.1985–06.1991 | 7 373 | |
| 124.185 | 250 TD | 2.5 LOM602.912 Diesel I5 | 10.1985–07.1993 | 43 628 | |
| 123.186 | E 250 Diesel | 2.5 LOM605.911 Diesel I5 | 07.1993–02.1996 | 15 625 | |
| 124.188 | 250 TD Turbo | 2.5 LOM602.962 Turbo Diesel I5 | 06.1990–07.1993 | 4 745 | export model for Italy only |
| E 250 Turbodiesel | 07.1993–01.1996 | ||||
| 124.190 | 300 TD | 3.0 LOM603.912 Diesel I6 | 08.1986–07.1993 | 21 901 | |
| 124.191 | E 300 Diesel | 3.0 LOM606.910 Diesel I6 | 07.1993–02.1996 | 9 071 | |
| 124.193 | 300 TD Turbo | 3.0 LOM603.960 Turbo Diesel I6 | 06.1986–07.1993 | 14 844 | export model to NA until 08.1987 |
| E 300 Turbodiesel | 07.1993–02.1996 | ||||
| AWD models, S124 estate | |||||
| 124.290 | 300 TE 4Matic | 3.0 LM103.985 I6 | 04.1987–07.1993 | 12 094 | |
| E 300 4Matic | 07.1993–04.1995 | ||||
| 124.393 | 300 TD Turbo 4Matic | 3.0 LOM603.963 I6 | 08.1987–07.1993 | 2 317 | |
| E 300 Turbodiesel 4Matic | 07.1993–03.1995 | ||||
| Engine | Type | Displacement (bore x stroke) | Fuel supply | Power | Torque | 0–100 km/h (0-62 mph) | Maximum speed | Fuel consumption (urban per 80/1268/EEC) | Notes |
|---|---|---|---|---|---|---|---|---|---|
| Gasoline | |||||||||
| M102.922 | I4 SOHC | 1997 cm³ (89.0 × 80.25 mm) | Stromberg 175 CDT | 109 PS (80 kW) at 5200 rpm | 170 N⋅m (125 lb⋅ft) at 2500 rpm | sedan: 12.6 / 13.1 estate: 13.6 / 14.0 | sedan: 187 km/h (116 mph) / 185 km/h (115 mph) estate: 175 km/h (109 mph) / 170 km/h (106 mph) | sedan: 11.2 L/100 km (21.0 mpg‑US)/ 11.0 L/100 km (21.4 mpg‑US) estate: 12.2 L/100 km (19.3 mpg‑US)/ 11.9 L/100 km (19.8 mpg‑US) | ECE |
| Pierburg 2 E-E | 109 PS (80 kW) at 5500 rpm | 165 N⋅m (122 lb⋅ft) at 3000 rpm | sedan: 11.0 L/100 km (21.4 mpg‑US)/ 10.8 L/100 km (22 mpg‑US) estate: 11.7 L/100 km (20.1 mpg‑US)/ 11.5 L/100 km (20.5 mpg‑US) | RÜF | |||||
| 105 PS (77 kW) at 5500 rpm | 160 N⋅m (118 lb⋅ft) at 3000 rpm | sedan: 13.0 / 13.5 estate: 13.6 / 14.0 | sedan: 185 km/h (115 mph) / 180 km/h (112 mph) estate: 173 km/h (107 mph) / 168 km/h (104 mph) | sedan: 11.4 L/100 km (20.6 mpg‑US)/ 11.2 L/100 km (21.0 mpg‑US) estate: 12.2 L/100 km (19.3 mpg‑US)/ 12.0 L/100 km (19.6 mpg‑US) | KAT | ||||
| 1996 cm³ (89.0 × 80.2 mm) | 158 N⋅m (117 lb⋅ft) at 3000 rpm | 1989- | |||||||
| M102.963 | I4 SOHC | 1997 cm³ (89.0 × 80.25 mm) | Bosch KE-Jetronic | 122 PS (90 kW) at 5100 rpm | 178 N⋅m (131 lb⋅ft) at 3500 rpm | sedan: 11.4 / 11.8 estate: 12.4 / 12.5 | sedan: 195 km/h (121 mph) / 190 km/h (118 mph) estate: 182 km/h (113 mph) / 177 km/h (110 mph) | sedan: 11.0 L/100 km (21.4 mpg‑US)/ 10.9 L/100 km (21.6 mpg‑US) estate: 11.7 L/100 km (20.1 mpg‑US)/ 11.6 L/100 km (20.3 mpg‑US) | RÜF |
| 118 PS (87 kW) at 5200 rpm | 172 N⋅m (127 lb⋅ft) at 3500 rpm | sedan: 12.0 / 12.3 coupé: 12.5 / 12.8 estate: 12.9 / 13.1 | sedan & coupé: 193 km/h (120 mph) / 188 km/h (117 mph) estate: 180 km/h (112 mph) / 175 km/h (109 mph) | sedan: 11.4 L/100 km (20.6 mpg‑US)/ 11.3 L/100 km (20.8 mpg‑US) coupé: 11.7 L/100 km (20.1 mpg‑US)/ 11.4 L/100 km (20.6 mpg‑US) estate: 12.2 L/100 km (19.3 mpg‑US)/ 12.0 L/100 km (19.6 mpg‑US) | KAT | ||||
| 1996 cm³ (89.0 × 80.2 mm) | 1989- | ||||||||
| M102.982 | I4 SOHC | 2299 cm³ (95.5 × 80.25 mm) | Bosch KE-Jetronic | 136 PS (100 kW) at 5100 rpm | 205 N⋅m (151 lb⋅ft) at 3500 rpm | sedan: 10.4 estate: 10.9 / 10.4 | sedan: 203 km/h (126 mph) / 198 km/h (123 mph) estate: 190 km/h (118 mph) / 185 km/h (115 mph) | sedan: 11.1 L/100 km (21.2 mpg‑US)/ 10.9 L/100 km (21.6 mpg‑US) estate: 11.8 L/100 km (19.9 mpg‑US)/ 11.6 L/100 km (20.3 mpg‑US) | ECE |
| sedan & coupé: 10.6 estate: 11.4 / 10.6 | sedan & coupé: 200 km/h (124 mph) / 195 km/h (121 mph) estate: 188 km/h (117 mph) / 183 km/h (114 mph) | sedan: 11.7 L/100 km (20.1 mpg‑US)/ 11.4 L/100 km (20.6 mpg‑US) coupé: 11.4 L/100 km (20.6 mpg‑US) estate: 12.2 L/100 km (19.3 mpg‑US)/ 12.0 L/100 km (19.6 mpg‑US) | RÜF | ||||||
| 132 PS (97 kW) at 5100 rpm | 198 N⋅m (146 lb⋅ft) at 3500 rpm | sedan & coupé: 11.1 / 11.2 estate: 11.8 / 11.5 | sedan: 11.7 L/100 km (20.1 mpg‑US)/ 11.4 L/100 km (20.6 mpg‑US) coupé: 11.4 L/100 km (20.6 mpg‑US) estate: 12.5 L/100 km (18.8 mpg‑US)/ 12.0 L/100 km (19.6 mpg‑US) | KAT | |||||
| 2298 cm³ (95.5 × 80.2 mm) | 1989- | ||||||||
| M111.940 | I4 DOHC | 1998 cm³ (89.9 × 78.7 mm) | Siemens PMS | 136 PS (100 kW) at 5500 rpm | 190 N⋅m (140 lb⋅ft) at 4000 rpm | sedan & coupé: 11.5 / 12.0 cabriolet: 13.3 / 13.9 estate: 11.6 / 12.1 | sedan, coupé & cabrio: 200 km/h (124 mph) / 195 km/h (121 mph) estate: 188 km/h (117 mph) / 183 km/h (114 mph) | sedan: 11.3 L/100 km (20.8 mpg‑US)/ 11.4 L/100 km (20.6 mpg‑US) coupé: 11.6 L/100 km (20.3 mpg‑US) 11.4 L/100 km (20.6 mpg‑US) cabriolet & estate: 11.9 L/100 km (19.8 mpg‑US)/ 11.7 L/100 km (20.1 mpg‑US) | |
| M111.960 | I4 DOHC | 2199 cm³ (89.9 × 86.6 mm) | Bosch HFM | 150 PS (110 kW) at 5500 rpm | 210 N⋅m (155 lb⋅ft) at 4000 rpm | sedan & coupé: 10.6 cabriolet: 11.9 / 11.5 estate: 10.8 / 11.1 | sedan, coupé & cabrio: 210 km/h (130 mph) / 205 km/h (127 mph) estate: 198 km/h (123 mph) / 193 km/h (120 mph) | sedan: 11.4 L/100 km (20.6 mpg‑US)/ 11.2 L/100 km (21.0 mpg‑US) coupé: 12.0 L/100 km (19.6 mpg‑US) 11.2 L/100 km (21.0 mpg‑US) cabriolet: 12.3 L/100 km (19.1 mpg‑US)/ 11.5 L/100 km (20.5 mpg‑US) estate: 12.2 L/100 km (19.3 mpg‑US)/ 11.6 L/100 km (20.3 mpg‑US) | |
| M103.940 | I6 SOHC | 2599 cm³ (82.9 × 80.25 mm) | Bosch KE-Jetronic | 170 PS (125 kW) at 5800 rpm | 230 N⋅m (170 lb⋅ft) at 4500 rpm | 8.7 / 9.5 | 218 km/h (135 mph) / 213 km/h (132 mph) | 12.4 L/100 km (19.0 mpg‑US)/ 12.1 L/100 km (19.4 mpg‑US) | ECE |
| 166 PS (122 kW) at 5800 rpm | 228 N⋅m (168 lb⋅ft) at 4600 rpm | RÜF | |||||||
| 160 PS (118 kW) at 5800 rpm | 220 N⋅m (162 lb⋅ft) at 4600 rpm | 9.0 / 9.8 | 215 km/h (134 mph) / 210 km/h (130 mph) | 12.9 L/100 km (18.2 mpg‑US)/ 12.6 L/100 km (18.7 mpg‑US) | KAT | ||||
| 2597 cm³ (82.9 × 80.2 mm) | 9.8 | 14.5 L/100 km (16.2 mpg‑US) | 1989- | ||||||
| M103.985 | I6 SOHC | 2962 cm³ (88.5 × 80.25 mm) | Bosch KE-Jetronic | 190 PS (140 kW) at 5600 rpm | 260 N⋅m (192 lb⋅ft) at 4250 rpm | sedan: 7.9 / 8.2 | sedan: 230 km/h (143 mph) / 225 km/h (140 mph) | sedan: 12.1 L/100 km (19.4 mpg‑US)/ 11.9 L/100 km (19.8 mpg‑US) | ECE |
| 188 PS (138 kW) at 5700 rpm | 260 N⋅m (192 lb⋅ft) at 4400 rpm | sedan & coupé: 7.9 / 8.3 estate: 8.2 / 8.8 | sedan & coupé: 228 km/h (142 mph) / 223 km/h (139 mph) estate: 215 km/h (134 mph) / 210 km/h (130 mph) | sedan: 12.7 L/100 km (18.5 mpg‑US)/ 12.8 L/100 km (18.4 mpg‑US) coupé: 13.0 L/100 km (18.1 mpg‑US)/ 12.8 L/100 km (18.4 mpg‑US) estate: 13.8 L/100 km (17.0 mpg‑US)/ 13.5 L/100 km (17.4 mpg‑US) | RÜF | ||||
| 180 PS (132 kW) at 5700 rpm | 255 N⋅m (188 lb⋅ft) at 4400 rpm | sedan & coupé: 8.1 / 8.5 estate: 8.4 / 9.0 | sedan & coupé: 225 km/h (140 mph)/ 220 km/h (137 mph) estate: 212 km/h (132 mph) / 207 km/h (129 mph) | sedan: 13.2 L/100 km (17.8 mpg‑US)/ 13.3 L/100 km (17.7 mpg‑US) coupé: 13.5 L/100 km (17.4 mpg‑US)/ 13.3 L/100 km (17.7 mpg‑US) estate: 14.2 L/100 km (16.6 mpg‑US)/ 13.8 L/100 km (17.0 mpg‑US) | KAT | ||||
| 2960 cm³ (88.5 × 80.2 mm) | sedan: 8.2 / 8.5 coupé: 7.9 / 8.5 estate: 9.1 | sedan & coupé: 14.6 L/100 km (16.1 mpg‑US)/ 13.3 L/100 km (17.7 mpg‑US) estate: 15.2 L/100 km (15.5 mpg‑US)/ 13.8 L/100 km (17.0 mpg‑US) | 1989- | ||||||
| M104.980 | I6 DOHC | 2960 cm³ (88.5 × 80.2 mm) | Bosch KE-Jetronic | 220 PS (162 kW) at 6400 rpm | 265 N⋅m (195 lb⋅ft) at 4600 rpm | sedan & coupé: 8.0 / 7.8 cabrio: 9.0 / 8.8 estate: 8.2 / 8.3 | sedan & coupé: 237 km/h (147 mph)/ 232 km/h (144 mph) cabriolet: 235 km/h (146 mph)/ 230 km/h (143 mph) estate: 222 km/h (138 mph)/ 217 km/h (135 mph) | sedan & coupé: 14.8 L/100 km (15.9 mpg‑US)/ 14.6 L/100 km (16.1 mpg‑US) cabrio: 15.4 L/100 km (15.3 mpg‑US)/ 15.2 L/100 km (15.5 mpg‑US) estate: 15.5 L/100 km (15.2 mpg‑US)/ 15.2 L/100 km (15.5 mpg‑US) | |
| 3314 cm³ (91.5 × 84 mm) | Bosch KE-Jetronic | 268 PS (197 kW) at 6500 rpm | 330 N⋅m (243 lb⋅ft) at 4600 rpm | sedan & coupé: 5.9 estate: 6.4 | sedan & coupé: 250 km/h (155 mph)estate: 245 km/h (152 mph) | sedan & coupé: 17.6 L/100 km (13.4 mpg‑US) estate: 18.3 L/100 km (12.9 mpg‑US) | AMG | ||
| M104.942 | I6 DOHC | 2799 cm³ (89.9 × 73.5 mm) | Bosch HFM | 197 PS (145 kW) at 5500 rpm | 270 N⋅m (199 lb⋅ft) at 3750 rpm | sedan: 9.1 / 8.8 estate: 9.4 / 9.2 | sedan: 230 km/h (143 mph) / 225 km/h (140 mph) estate: 218 km/h (135 mph) / 213 km/h (132 mph) | sedan: 14.6 L/100 km (16.1 mpg‑US)/ 13.8 L/100 km (17.0 mpg‑US) estate: 14.8 L/100 km (15.9 mpg‑US)/ 14.4 L/100 km (16.3 mpg‑US) | |
| M104.992 | I6 DOHC | 3199 cm³ (89.9 × 84.0 mm) | Bosch HFM | 220 PS (162 kW) at 5500 rpm | 310 N⋅m (229 lb⋅ft) at 3750 rpm | sedan & coupé: 7.9 / 8.3 cabrio: 9.2 / 8.5 estate: 8.6 / 8.2 | sedan, coupé & cabrio: 235 km/h (146 mph)/ 230 km/h (143 mph) estate: 225 km/h (140 mph)/ 220 km/h (137 mph) | sedan & coupé: 14.7 L/100 km (16.0 mpg‑US)/ 14.6 L/100 km (16.1 mpg‑US) cabrio: 15.4 L/100 km (15.3 mpg‑US)/ 15.1 L/100 km (15.6 mpg‑US) estate: 15.1 L/100 km (15.6 mpg‑US)/ 14.6 L/100 km (16.1 mpg‑US) | |
| M104.9936 | I6 DOHC | 3604 cm³ (91 × 92.4 mm) | Bosch HFM | 272 PS (200 kW) at 5750 rpm | 385 N⋅m (284 lb⋅ft) at 3750-4500 rpm | coupé: 7.0cabrio & estate:7.2 | 250 km/h (155 mph) | coupé: 13.4 L/100 km (17.6 mpg‑US) cabriolet: 13.8 L/100 km (17.0 mpg‑US) cabriolet: 14.0 L/100 km (16.8 mpg‑US) | AMG |
| M119.975 | V8 DOHC | 4196 cm³ (92 × 78.9 mm) | Bosch LH-Jetronic | 279 PS (205 kW) at 5700 rpm | 400 N⋅m (295 lb⋅ft) at 3900 rpm | 7.2 | 250 km/h (155 mph) | 15.0 L/100 km (15.7 mpg‑US) | |
| M119.974 | V8 DOHC | 4973 cm³ (96.5 × 85 mm) | Bosch LH-Jetronic | 326 PS (240 kW) at 5700 rpm | 480 N⋅m (354 lb⋅ft) at 3900 rpm | 6.1 | 250 km/h (155 mph) | 17.5 L/100 km (13.4 mpg‑US) | |
| 320 PS (235 kW) at 5600 rpm | 470 N⋅m (347 lb⋅ft) at 3900 rpm | 16.9 L/100 km (13.9 mpg‑US) | |||||||
| M119 E60 | V8 DOHC | 5956 cm³ (100.00 × 94.8 mm) | Bosch LH-Jetronic | 381 PS (280 kW) at 5500 rpm | 580 N⋅m (428 lb⋅ft) at 3750 rpm | 5.4 | 250 km/h (155 mph) | 16.1 L/100 km (14.6 mpg‑US) | AMG |
| AMG 5.0-32V (coupé; M117) | V8 | 340 PS (250 kW; 335 hp) | 457 N⋅m (337 lb⋅ft) | ||||||
| AMG Hammer Coupé 6.0 32 (M117) | V8 | 350 PS (257 kW; 345 hp) | 500 N⋅m (369 lb⋅ft) | 6.3 | over 280 km/h | 17.4 L/100 km (16.2 mpg‑imp; 13.5 mpg‑US) | |||
| AMG Hammer Coupé 6.0 32 M117 | V8 | 402 PS (296 kW; 397 hp) | 595 N⋅m (439 lb⋅ft) | 5.6 | over 300 km/h | 17.4 L/100 km (16.2 mpg‑imp; 13.5 mpg‑US) | |||
| 5.6 32V M117 | V8 | 320 PS (235 kW; 316 hp) | 510 N⋅m (376 lb⋅ft) | 304 km/h (189 mph) | |||||
| Diesel | |||||||||
| OM601.912 | I4 SOHC | 1997 cm³ (87.0 × 84 mm) | Bosch PES indirect | 72 PS (53 kW) at 4600 rpm | 123 N⋅m (91 lb⋅ft) at 2800 rpm | sedan: 18.5 / 20.4 estate: 21.7 / 23.0 | sedan: 160 km/h (99 mph) / 155 km/h (96 mph) estate: 150 km/h (93 mph) / 145 km/h (90 mph) | sedan: 8.4 L/100 km (28 mpg‑US)/ 8.0 L/100 km (29 mpg‑US) estate: 8.7 L/100 km (27 mpg‑US)/ 8.5 L/100 km (28 mpg‑US) | |
| Bosch PES indirect angled | 75 PS (55 kW) at 4600 rpm | 126 N⋅m (93 lb⋅ft) at 2700-3550 rpm | KAT | ||||||
| OM602.912 | I5 SOHC | 2497 cm³ (87.0 × 84 mm) | Bosch PES indirect | 90 PS (66 kW) at 4600 rpm | 154 N⋅m (114 lb⋅ft) at 2800 rpm | sedan: 16.5 / 17.0 estate: 17.6 / 18.8 | sedan: 175 km/h (109 mph) / 170 km/h (106 mph) estate: 165 km/h (103 mph) / 160 km/h (99 mph) | sedan: 8.9 L/100 km (26 mpg‑US)/ 8.8 L/100 km (27 mpg‑US) estate: 9.5 L/100 km (25 mpg‑US)/ 9.3 L/100 km (25 mpg‑US) | |
| Bosch PES indirect angled | 94 PS (69 kW) at 4600 rpm | 158 N⋅m (117 lb⋅ft) at 2600-3100 rpm | KAT | ||||||
| OM602.962 | I5 SOHC Turbocharged | 2497 cm³ (87.0 × 84 mm) | Bosch PES indirect | 122 PS (90 kW) at 4600 rpm | 225 N⋅m (166 lb⋅ft) at 2800 rpm | sedan: 12.3 estate: 12.9 | sedan: 198 km/h (123 mph) / 195 km/h (121 mph) estate: 190 km/h (118 mph) / 185 km/h (115 mph) | sedan: 9.6 L/100 km (25 mpg‑US)/ 9.2 L/100 km (26 mpg‑US) estate: 10.1 L/100 km (23 mpg‑US)/ | |
| Bosch PES indirect angled | 128 PS (94 kW) at 4600 rpm | 231 N⋅m (170 lb⋅ft) at 2800 rpm | KAT | ||||||
| OM603.912 | I6 SOHC | 2996 cm³ (87.0 × 84 mm) | Bosch PES indirect | 109 PS (80 kW) at 4600 rpm | 185 N⋅m (136 lb⋅ft) at 2800 rpm | sedan: 13.7 / 14.1 estate: 14.6 / 15.3 | sedan: 190 km/h (118 mph) / 185 km/h (115 mph) estate: 180 km/h (112 mph) / 175 km/h (109 mph) | sedan: 9.8 L/100 km (24 mpg‑US)/ 9.3 L/100 km (25 mpg‑US) estate: 9.9 L/100 km (24 mpg‑US)/ 9.4 L/100 km (25 mpg‑US) | |
| Bosch PES indirect angled | 113 PS (83 kW) at 4600 rpm | 191 N⋅m (141 lb⋅ft) at 2800-3050 rpm | KAT | ||||||
| OM603.960 | I6 SOHC Turbocharged | 2996 cm³ (87.0 × 84 mm) | Bosch PES indirect | 143 PS (105 kW) at 4600 rpm | 267 N⋅m (197 lb⋅ft) at 2800 rpm | 10.9 | sedan: 202 km/h (126 mph) estate: 195 km/h (121 mph) | sedan: 9.3 L/100 km (25 mpg‑US) estate: 9.4 L/100 km (25 mpg‑US) | |
| Bosch PES indirect angled | 147 PS (108 kW) at 4600 rpm | 273 N⋅m (201 lb⋅ft) at 2800 rpm | KAT | ||||||
| OM605.911 | I5 DOHC | 2497 cm³ (87.0 × 84 mm) | Bosch PES/M RSF indirect | 113 PS (83 kW) at 5000 rpm | 173 N⋅m (128 lb⋅ft) at 2000-4600 rpm | sedan: 15.6 / 16.0 estate: 16.3 / 17.0 | sedan: 190 km/h (118 mph) / 187 km/h (116 mph) estate: 180 km/h (112 mph) / 177 km/h (110 mph) | sedan: 9.1 L/100 km (26 mpg‑US)/ 8.8 L/100 km (27 mpg‑US) estate: 9.5 L/100 km (25 mpg‑US)/ 9.3 L/100 km (25 mpg‑US) | |
| OM606.910 | I6 DOHC | 2996 cm³ (87.0 × 84 mm) | Bosch PES/M RSF indirect | 136 PS (100 kW) at 5000 rpm | 210 N⋅m (155 lb⋅ft) at 2200-4600 rpm | sedan: 13.0 estate: 13.7 | 200 km/h (124 mph) / 197 km/h (122 mph) | sedan: 9.8 L/100 km (24 mpg‑US)/ 9.3 L/100 km (25 mpg‑US) estate: 9.9 L/100 km (24 mpg‑US)/ 9.4 L/100 km (25 mpg‑US) | |
The W124 gained a good reputation for reliability. In 1995 the diesel engined version topped the "upper middle class" category in a reliability survey of 4–6-year-old cars undertaken by the GermanAutomobile Association (ADAC), with 11.8 recorded breakdowns per 1,000 vehicles for four-year-old cars and 21.6 for six-year-old ones: this compared with 14.6 breakdowns per 1,000 cars for four-year-oldAudi 100s and 27.3 for six-year-old big Audis.[28]
Media related toMercedes-Benz W124 at Wikimedia Commons
