Mercedes W123 Diesel 1976 Convertible
Mercedes W123 Diesel 1976 4x4 4 Feb 2019
Rob richardson fsx . Could a W123 powered by a smooth, punchy twin-cam six be the ultimate in classic Mercedes-Benz motoring? Mercedes W123 Diesel 1976 Convertible
Competence, even excellence, can sometimes scan as boring in the world of old cars, and that just about sums up the plight of the Mercedes-Benz 123-series.
W123 SUPER RARE 82 300CD 2DR TURBO DIESEL MERCEDES BENZ 79K MILES 300D $9,000. 1978, 1982, W123 Mercedes-Benz 300 Diesel cars for Parts $5 (inl Hesperia) pic hide this posting restore restore this posting. Favorite this post Nov 6 1976 Mercedes 280 $7,250 (inl Temecula) pic hide this posting restore restore this posting. Introduced in 1976, the W123 platform included a four door sedan and sleek coupe. The W123 replaced the aging W114 and W115 platforms (also known as the Stroke Eights), which at the time were the most successful Mercedes passenger cars to date. Description YEAR: 1982 ENGINE: 2.4 MILEAGE: RHD/LHD: LHD GEARS: Manual FUEL: Diesel LOCATION: 428 Helen Street Govan Glasgow G51 3HR Vehicle Description The Mercedes-Benz W123 cars were produced by the German manufacturer from 1976 to 1985. The W123 models surpassed their predecessor, the W114/W115 stroke-8". Gateway Classic Cars of Orlando is proud to offer this clean vintage 1976 Mercedes Benz 300D. The 300D became a very successful platform for Daimler-Benz and provided customers with more precise handling, superior road surface irregularity damping and isolation, a more comfortable interior, and more modern styling than the previous chassis had, with its newer, smoother lines. I have 1 complete 1985 300d turbo diesel car, I spare 3.0 5cylinder 1984 turbo engine/trans runner when pulled 2 yrs ago. Both are auto trans. Also have a 2.4 diesel engien w/ manual trans from a 1982 240 D and a 2.4 4cylinder diesel w/auto trans from a 1983 240 T wagon. All were purchased with plans on ford ranger conversions but kids have no interests in them. Its all about VWs and Hondas.
Functional, rational, beautifully made and always expensive, the 123s are in many respects the essence of what a Mercedes is, or was; but they were never intended to be exciting.
The very word suggests a lack of control, a rash and impulsive streak that would not have sat comfortably with the image of absolute respectability Stuttgart still nurtured in the 70s and 80s.
These cars were about doing business in the real world. In the sometimes flaky genre of old cars I have occasionally allowed myself to think that the W123 might just be a bit too sensible, reliable and practical to qualify as a true classic.
Diesel versions worked for a living in the taxi trade across world; their popularity said everything that needed to be said about the W123s legendary durability.
Equally wholesome and virtuous were the various four-cylinder petrol-engined variants, the injected 230E giving perhaps the optimum compromise between performance and economy for most people.
For those customers who wished to go faster in their W123s, however, there was always the option of the fuel-injected M110 engine.
This was as exciting as the W123 allowed itself to get: a classic twin-cam straight-six created in the late 60s to give the W114 new generation saloons and coups (from 71 onwards) the performance they needed in the face of increasingly strong opposition from the new six-cylinder BMWs.
Hefty West German tax on engines of over 2.8 litres kept Stuttgarts designers focused on extracting as much urge as possible from a relatively small unit, while keeping half an eye on future emissions regulations for the North American market.
Fuel economy never much better than 20mpg wasnt a huge consideration in an 8000 car built for people who did not have to worry about the price of fuel.
Even accounting for the weakness of Sterling at the time, 8k was an extraordinarily stiff price for a 2.8-litre saloon that didnt even have a rev counter or a radio as standard. You could buy a JaguarXJ12 for the same money.
In fact, the 280E was neither the fastest nor the most refined of its multi-cylinder rivals, a list that included the Peugeot604, BMW 528 and Leylands saviour car, the 122mph Rover 3500, which at 4750 was hard to ignore.
Tellingly, of these mid-70s car makers, only Mercedes was confident enough to fit an odometer that ran to 999,999 miles.
The 280-engined 123s were designed for 100mph (or more) cruising on unrestricted motorways. To make the point, factory brochures showed a world of healthy, square-jawed 70s Germans in beige flares making responsible use of this power through Teutonic pine forests and along deserted, sun-drenched autobahns , enjoying the velour trim and the quad head restraints in a Mercedes that still had an air of quality and superiority, but was somehow less menacing than the cars that had come before it.
Like everything else about the W123, the M110 straight-six was the product of careful, methodical development rather than revolution: its extensively webbed cast-iron block, with 12 counterbalance weights on a beefy seven-bearing crankshaft, was directly related to the M130 single-cam engine used in the W108 S-Class and Pagoda since 1967, and had a history that could be traced back to the early 50s.
Where most Mercedes engines tended to look industrial and unromantic, the M110 presented handsomely under the 123s two-position bonnet, with proud dual cam covers on the aluminium cylinder head.
It also proved enormously versatile, ending its days in the G-Wagen in 1989, having provided service in the SL and SLC sports cars, and two generations of the S-Class saloon.
While Continental buyers could choose from various lower-compression carburetted M110 variants, for the power- and status-hungry British market these top-of-the-range W123s only came with injection, initially Bosch D-Jetronic with its vacuum sensor and 25-transistor ECU and later K-Jetronic, a continuous high-pressure system with fuel running at 5bar and delivery controlled by an air-flow meter
Initially rated at 175bhp, power went up to 182bhp in 1978 thanks to a higher compression ratio; there was no advertised difference in output between the D- and K-Jetronic cars.
All versions saloon, coup and estate are rarer than you might imagine in 280 form: of 2.6 million W123s built from 1975 to 1986, fewer than 180,000 had the injected twin-cam engine.
That figure is weighted massively in favour of the saloons (126,004 cars) but today they are probably the least often seen, if only because the coups and estates have tended to be cherished.
Finished in a rare shade of Forest Green, Peter Suttons 280E has a full leather interior and electric windows. Its from 1984, by which time the playing field had levelled out slightly in Mercedes favour: at 14,000 the basic 280E was now competitively pitched against the Jaguar XJ 3.4, BMW 528i and Peugeot 604 at 12-13,000.
Mark Cosovichs W123 World did a full bare-shell restoration on this saloon, and with its balanced and blueprinted South African-specification engine it drives as new with an authority and assurance that feels contemporary.
Although you do come across the very occasional four- or five-speed manual, the automatic transmission was standard on British 280s, and all the cars pictured have it.
Star wars admiral trench figure. The later four-speed automatic in the saloon is more responsive, with its part-throttle kickdown, but the M110 engines were designed to produce real power from 3000rpm for high-speed overtaking rather than low-speed rubber-burning.
It pulls away in second for smoothness (unless you hold it in low) and this, combined with the big steering wheel, tends to give the car a slightly ponderous flavour, particularly if youve just come from a modern.
As with the hard seats (for good posture) and the huge steering wheel, it was very much a case of Stuttgart knows best rather than pandering to fashions or buyers whims. Push harder, and the lusty sound and smooth feel of the M110 when revved ambitiously goes some way to backing up Cosovichs assertion that the 280E was a true sports saloon.
Today, the estates (TEs) are the most sought-after variants, with the coups (CEs) coming a close second.
In terms of driving they are, naturally, much the same as the saloon, except that the coup (with its 2in-lower roofline) feels cosier, and the estate, with its complicated self-levelling rear suspension, has the smoothest ride.
All versions are impervious to rough or careless driving, but these are not cars to tease out your aggressive instincts.
In some ways the coup had the hardest job of all, because it was so obviously less car for more money, and arguably not as attractive as the model it replaced.
It was promoted as the car for the empty-nest, affluent couple who no longer needed four seats, while the estate was for the lifestyle family (before the term became so nauseating) who were still procreating: with its optional third row of rear-facing seats and chrome roof bars, this was the best and sexiest estate car in the world.
These wagons were a new product for Mercedes, which had studiously ignored the growing estate-car market for decades.
They quickly became the most sought-after station wagons for sale when production began at the Bremen factory in 1978. They were so successful in Germany that, for a while, it looked as if they might not even be built in right-hand drive.
When they did arrive in the UK in 1979, not even a 13k price-tag could dissuade buyers. Its stylish profile, and superb utility and practicality, changed expectations of what an estate could be.
They became fashion items and something akin to family heirlooms, such was buyers affection for a wagon that seemed impossible to replace.
This white 1982 280TE was previously owned by Barry Gibb of the Bee Gees (quite a few TEs had celebrity first owners).
These big-engined 123 wagons were cheap and abundant when I was still buying them 10 years ago: today theyre few and far between and most, says Cosovich, need a full restoration.
This was never cheap and is made more difficult these days because certain parts are becoming either hard or impossible to source from Mercedes-Benz, or else prohibitively expensive.
Much the same can be said of the coups, which are blighted by even greater parts problems because so many items are specific to this two-door body: even the fuel-filler door is different to the saloons.
A really excellent 280CE such as Andrea and Steven Prevetts 1981 car (never used in the rain by its previous two owners) would command over 20k now; itd be more than twice that to restore a project car.
The good survival of the 123s compared to their flimsy 70s and 80s rivals proves the case for Mercedes build quality.
In the context of the mid-1970s, it would be hard to find a range of passenger cars with better power steering, stronger brakes (ABS was available towards the end) or a significantly better ride.
Four decades on they still feel fast cars, if not thrillingly so, and are comfortable but dont set out to pamper you.
To own a W123 is to make an investment in safety, reliability and superb build quality, secure in the knowledge that youre driving a product of the largest research and development budget in the world, from a firm that was at the top of its game.
I can only explain it as a certain feeling of solidity that you either buy into or you dont.
For model guru Cosovich, these qualities make the W123 a kind of religious calling as much as car. For me it is a case of total respect rather than blind devotion.
As a young dad, 20 years ago, the 280TEs first made a believer out of me; my children were brought up in them.
Today, having gone through various Pagodas, 6.9s and other three-pointed-star exotica, I still might choose a 280TE over any of them.
Images: Tony Baker Forgotten six: the M123 250
The M123 engine, the only all-new power unit in the W123 line-up in 1976, is proof that even Mercedes can get it wrong occasionally. There had, of course, been single-cam six-cylinder versions of the previous W114 new generation models (the 230/6 and 250).
The new M123 was a development of the M180 six from the 250 (confusingly, 2778cc) for customers in some markets that didnt have the infrastructure to repair and service fuel injection, but still wanted straight-six refinement.
Four main bearings were deemed adequate (but with nine bobweights on the crank to help smooth things out), while the internal drives for the oil and fuel pumps and distributor linked it to the M180.
The main differences related to the equally spaced cylinders in the block (as opposed to paired) and the fact that the M123 used a complex dual-downdraught Solex carburettor, which had a vacuum cell that kicked in beyond throttle according to load and engine speed. The idea was economy from leaner running but, without proper attention, burnt valves were not unheard of if the Solex was allowed to go out of tune.
Giving 127bhp (later 138bhp), it was a pleasingly smooth engine when set up properly that would take saloon and estate W123s to over 100mph, but was never more economical than the twin-cam.
The M123 engine (which became fairly irrelevant in the mainstream range once the 230E four-pot arrived in 1980) ended its days powering the long-wheelbase airport taxis and ambulance chassis.
It was only a failure by Mercedes standards: in saloon form, some 114,796 250s were built, plus another 7704 estates. FACTFILE
Mercedes-Benz 280E/CE/TE
Sold 1975-85/1977-85/1978-86
No built 126,004/32,138/19,789
Construction steel unitary
Engine iron-block, dohc 2746cc straight-six, Bosch K-Jetronic mechanical fuel injection
Max power 175bhp @ 6000rpm to 182bhp @ 5800rpm
Max torque 173Ib ft @ 4500rpm to 177lb ft @ 4500rpm
Transmission four- or five-speed manual, or four-speed automatic, RWD
Suspension: front double wishbones rear semi-trailing arms; coil springs, telescopic dampers, anti-roll bar f/r (hydropneumatic spring struts and level control for TE)
Steering power-assisted recirculating-ball
Brakes 11in (278mm) front, 11in (279mm) rear discs
Length 15ft 2in-15ft 6in (4640-4725mm)
Width 5ft 9in (1786mm)
Height 4ft 7in-4ft 9in (1395-1470mm)
Wheelbase 8ft 10in- 9ft 2in (2710-2795mm)
Weight 3219lb-3439lb (1460kg-1560kg)
0-62mph 9.9 secs (saloon, 10.8 secs auto)
Top speed 121-124mph
Mpg 19-21
Price new 10,575/12,525/12,400 (1983)
Price now from 10,000/20,000/15,000
BUY A MERCEDES-BENZ W123
READ MORE (Redirected from Mercedes-Benz OM617) Mercedes-Benz OM617 engine Overview Manufacturer Daimler-Benz Production 1974-1991 Layout Configuration Straight-5 Displacement 3.0 L (2,998 cc)
3.0 L (3,005 cc) Cylinder bore 90.9 mm (3.58 in)
91 mm (3.58 in) Piston stroke 92.4 mm (3.64 in) Block material Cast iron Head material Cast iron Valvetrain Chain drivenSOHC 10-valve Compression ratio 21.0:1 Combustion Turbocharger Only on OM 617.95x Fuel system Indirect injection Management Bosch M or MW pump Fuel type Diesel Oil system Wet sump Cooling system Water-cooled Output Power output 80230 PS (59169 kW; 79227 hp) Torque output 168250 Nm (124184 lbft) Chronology Successor OM602
The OM617 engine family is a straight-5diesel automobile engine from Mercedes-Benz used in the 1970s and 1980s. It is a direct development from the straight-4OM616. It was sold in vehicles from 1974 to 1991. The OM617 is considered to be one of the most reliable engines ever produced with engines often reaching over 1,000,000 km (620,000 mi) without being rebuilt and is one of the key reasons for Mercedes' popularity in North America in the 1980s, as it was powerful and reliable compared to other automotive diesels of the time. It is also a very popular choice for the use of alternative fuels, mainly straight or waste vegetable oil and biodiesel, although the use of these fuels may cause engine damage over time if not processed properly before use. OM617 Naturally Aspirated [ edit ]
Essentially an OM616 with an extra cylinder, it debuted in 1974 with the W115(240 3.0d) chassis. Bore and stroke was 91 mm 92.4 mm (3.58 in 3.64 in). It was originally 80 PS (59 kW; 79 hp). Bosch MW inline injection pumps were used, which had flyweight governors and vacuum shutoff. Previous engines had used pneumatic governors, and 'gorilla knob' to start and shut off the engine. The North American engines had ADA device equipped pumps which limited fuel at high altitudes to prevent smoking with less dense air. New engine blocks after the .910 had rear mounted oil filter housings, with a combined full flow and bypass filter element. In August 1978 the precombustion chamber was updated to be similar to the new OM617A design for more swirl and more efficient combustion. The engine capacity was lowered to 3.0 L (2,998 cc) to satisfy engine displacement tax laws in Europe by changing the bore to 90.9 mm (3.58 in). September 1979 saw a new camshaft with greater valve lift let air and exhaust gases have less resistance. Power output rose to 88 PS (65 kW; 87 hp). Torque remained at 172 Nm (127 lbft) @ 2400 rpm. [1] In November 1980 the MW style injection pump was replaced with the M type for non-North American engines. Engines were equipped with series wired loop type glow plugs up until 1980 when replaced by the much more reliable pencil type plugs (these had been already used in the OM617A since 1978). Vehicles sold to the North American market had exhaust gas recirculation equipment fitted.
OM617.910
Canister style oil filter at bottom front of engine. Power output was 80 PS (59 kW; 79 hp) @ 4000 rpm and torque was 172 Nm (127 lbft) @ 2400 rpm. [2]
Applications:
1974-1976 240D 3.0 / 300D
OM617.912
This was introduced with the W123 series. Power originally was 80 PS (59 kW; 79 hp) @ 4000 rpm, torque 172 Nm (127 lbft) @ 2400 rpm. From September 1979 - 88 PS (65 kW; 87 hp) @ 4400 rpm, torque 172 Nm (127 lbft) @ 2400 rpm.
Applications: Mercedes W123 Diesel 1976 4x4
1977-1985 300D
1977-1981 300D North American
1977-1985 300D Long
1977-1981 300CD North American
1978-1985 300TD
OM617.913
This was an adaption of the .912 to the T1 chassis. It had a downward facing oil filter housing.
19821988 209 D / 309 D / 409 D
OM617.931 and OM617.932
This engine was adapted from the .912 to fit the G Class, [3] main difference being oil pan changes.
Applications:
1979-1991 W460/W461 OM617A Turbocharged [ edit ]
The year 1976 saw the engine adapted to use a turbocharger. This 190 PS (140 kW; 187 hp) OM617LA was fitted to the C111-IID test vehicle, and set 16 world land speed and endurance records at the Nardo test facility in Italy. In 1978 the engine was upgraded again to 230 PS (169 kW; 227 hp) and installed in the C111-IIID and broke 9 further records. [4] Modifications for production engines included oil squirters to cool the underneath of the pistons; pistons with oil passages; stronger connecting rods; sodium filled valve stems and a stronger nitride-hardened crankshaft. Also an uprated oil pump with separate chain drive was fitted as the turbocharger lubrication required higher flow. Bosch MW injection pumps were calibrated for greater fuel output and fitted with an ALDA device which prevented overfueling until the turbocharger had begun to provide boost pressure. Pencil glow plugs were provided on all OM617A engines.
OM617.950
In 1978, the OM617.950 was mated with the Mercedes-Benz W116 to produce the North American market-only 300SD, the world's first production turbodiesel sedan. These engines pre-dated the introduction of tighter emissions laws, so were not fitted with EGR. Power originally was 111 PS (82 kW; 109 hp) @ 4200 rpm, torque 228 Nm (168 lbft) @ 2400 rpm. From October 1979 - 121 PS (89 kW; 119 hp) @ 4350 rpm, torque 230 Nm (170 lbft) @ 2400 rpm. [5]
Applications:
1978-1980 300SD Turbo
OM617.951
The .951 was introduced for 1981 and displaced 3.0 L (2,998 cc), using a 90.9 mm 92.4 mm (3.58 in 3.64 in) bore and stroke. Power originally was 121 PS (89 kW; 119 hp) @ 4350 rpm, torque 230 Nm (170 lbft) @ 2400 rpm. From August 1984 - 125 PS (92 kW; 123 hp) @ 4350 rpm, torque 250 Nm (184 lbft) @ 2400 rpm. [6] Vehicles sold to the North American market had EGR equipment fitted.
Miracle box 2.46 crack without box latest 2017 . Applications:
1981-1985 300SD Turbo
1981 300TD Turbo
OM617.952
The .952 is identical to the .951 apart from minor changes to fit the North American 123 chassis. It was also fitted to the European market W123 wagon, the 300TD. This was the only turbocharged OM617 fitted to a European W123. Power originally was 121 PS (89 kW; 119 hp) @ 4350 rpm, torque 230 Nm (170 lbft) @ 2400 rpm. From October 1982 - 125 PS (92 kW; 123 hp) @ 4350 rpm, torque 250 Nm (184 lbft) @ 2400 rpm. [7] Vehicles sold to the North American market had EGR equipment fitted.
Applications:
1981-1985 300D Turbo North American
1981-1985 300CD Turbo North American
1982-1985 300TD Turbo
Military Hagglund Bv206 Bandvagn See also [ edit ] References [ edit ]
'Mercedes-Benz W123 300D Archive'. mercedes-benz-publicarchive.com .
'Mercedes-Benz W115 240D 3.0 Archive'. mercedes-benz-publicarchive.com .
'Mercedes-Benz W460 300GD Archive'. mercedes-benz-publicarchive.com .
'Mercedes-Benz C 111 History'. mercedes-benz.com .
'Mercedes-Benz W116 300SD Archive'. mercedes-benz-publicarchive.com .
'Mercedes-Benz W126 300SD Archive'. mercedes-benz-publicarchive.com .
'Mercedes-Benz W123 300D Turbo Archive'. mercedes-benz-publicarchive.com . Retrieved from 'https://en.wikipedia.org/w/index.php?title=Mercedes-Benz_OM617_engineoldid=955034510'
Mercedes W123 Diesel 1976 4x4 4 Feb 2019
Rob richardson fsx . Could a W123 powered by a smooth, punchy twin-cam six be the ultimate in classic Mercedes-Benz motoring? Mercedes W123 Diesel 1976 Convertible
Competence, even excellence, can sometimes scan as boring in the world of old cars, and that just about sums up the plight of the Mercedes-Benz 123-series.
W123 SUPER RARE 82 300CD 2DR TURBO DIESEL MERCEDES BENZ 79K MILES 300D $9,000. 1978, 1982, W123 Mercedes-Benz 300 Diesel cars for Parts $5 (inl Hesperia) pic hide this posting restore restore this posting. Favorite this post Nov 6 1976 Mercedes 280 $7,250 (inl Temecula) pic hide this posting restore restore this posting. Introduced in 1976, the W123 platform included a four door sedan and sleek coupe. The W123 replaced the aging W114 and W115 platforms (also known as the Stroke Eights), which at the time were the most successful Mercedes passenger cars to date. Description YEAR: 1982 ENGINE: 2.4 MILEAGE: RHD/LHD: LHD GEARS: Manual FUEL: Diesel LOCATION: 428 Helen Street Govan Glasgow G51 3HR Vehicle Description The Mercedes-Benz W123 cars were produced by the German manufacturer from 1976 to 1985. The W123 models surpassed their predecessor, the W114/W115 stroke-8". Gateway Classic Cars of Orlando is proud to offer this clean vintage 1976 Mercedes Benz 300D. The 300D became a very successful platform for Daimler-Benz and provided customers with more precise handling, superior road surface irregularity damping and isolation, a more comfortable interior, and more modern styling than the previous chassis had, with its newer, smoother lines. I have 1 complete 1985 300d turbo diesel car, I spare 3.0 5cylinder 1984 turbo engine/trans runner when pulled 2 yrs ago. Both are auto trans. Also have a 2.4 diesel engien w/ manual trans from a 1982 240 D and a 2.4 4cylinder diesel w/auto trans from a 1983 240 T wagon. All were purchased with plans on ford ranger conversions but kids have no interests in them. Its all about VWs and Hondas.
Functional, rational, beautifully made and always expensive, the 123s are in many respects the essence of what a Mercedes is, or was; but they were never intended to be exciting.
The very word suggests a lack of control, a rash and impulsive streak that would not have sat comfortably with the image of absolute respectability Stuttgart still nurtured in the 70s and 80s.
These cars were about doing business in the real world. In the sometimes flaky genre of old cars I have occasionally allowed myself to think that the W123 might just be a bit too sensible, reliable and practical to qualify as a true classic.
Diesel versions worked for a living in the taxi trade across world; their popularity said everything that needed to be said about the W123s legendary durability.
Equally wholesome and virtuous were the various four-cylinder petrol-engined variants, the injected 230E giving perhaps the optimum compromise between performance and economy for most people.
For those customers who wished to go faster in their W123s, however, there was always the option of the fuel-injected M110 engine.
This was as exciting as the W123 allowed itself to get: a classic twin-cam straight-six created in the late 60s to give the W114 new generation saloons and coups (from 71 onwards) the performance they needed in the face of increasingly strong opposition from the new six-cylinder BMWs.
Hefty West German tax on engines of over 2.8 litres kept Stuttgarts designers focused on extracting as much urge as possible from a relatively small unit, while keeping half an eye on future emissions regulations for the North American market.
Fuel economy never much better than 20mpg wasnt a huge consideration in an 8000 car built for people who did not have to worry about the price of fuel.
Even accounting for the weakness of Sterling at the time, 8k was an extraordinarily stiff price for a 2.8-litre saloon that didnt even have a rev counter or a radio as standard. You could buy a JaguarXJ12 for the same money.
In fact, the 280E was neither the fastest nor the most refined of its multi-cylinder rivals, a list that included the Peugeot604, BMW 528 and Leylands saviour car, the 122mph Rover 3500, which at 4750 was hard to ignore.
Tellingly, of these mid-70s car makers, only Mercedes was confident enough to fit an odometer that ran to 999,999 miles.
The 280-engined 123s were designed for 100mph (or more) cruising on unrestricted motorways. To make the point, factory brochures showed a world of healthy, square-jawed 70s Germans in beige flares making responsible use of this power through Teutonic pine forests and along deserted, sun-drenched autobahns , enjoying the velour trim and the quad head restraints in a Mercedes that still had an air of quality and superiority, but was somehow less menacing than the cars that had come before it.
Like everything else about the W123, the M110 straight-six was the product of careful, methodical development rather than revolution: its extensively webbed cast-iron block, with 12 counterbalance weights on a beefy seven-bearing crankshaft, was directly related to the M130 single-cam engine used in the W108 S-Class and Pagoda since 1967, and had a history that could be traced back to the early 50s.
Where most Mercedes engines tended to look industrial and unromantic, the M110 presented handsomely under the 123s two-position bonnet, with proud dual cam covers on the aluminium cylinder head.
It also proved enormously versatile, ending its days in the G-Wagen in 1989, having provided service in the SL and SLC sports cars, and two generations of the S-Class saloon.
While Continental buyers could choose from various lower-compression carburetted M110 variants, for the power- and status-hungry British market these top-of-the-range W123s only came with injection, initially Bosch D-Jetronic with its vacuum sensor and 25-transistor ECU and later K-Jetronic, a continuous high-pressure system with fuel running at 5bar and delivery controlled by an air-flow meter
Initially rated at 175bhp, power went up to 182bhp in 1978 thanks to a higher compression ratio; there was no advertised difference in output between the D- and K-Jetronic cars.
All versions saloon, coup and estate are rarer than you might imagine in 280 form: of 2.6 million W123s built from 1975 to 1986, fewer than 180,000 had the injected twin-cam engine.
That figure is weighted massively in favour of the saloons (126,004 cars) but today they are probably the least often seen, if only because the coups and estates have tended to be cherished.
Finished in a rare shade of Forest Green, Peter Suttons 280E has a full leather interior and electric windows. Its from 1984, by which time the playing field had levelled out slightly in Mercedes favour: at 14,000 the basic 280E was now competitively pitched against the Jaguar XJ 3.4, BMW 528i and Peugeot 604 at 12-13,000.
Mark Cosovichs W123 World did a full bare-shell restoration on this saloon, and with its balanced and blueprinted South African-specification engine it drives as new with an authority and assurance that feels contemporary.
Although you do come across the very occasional four- or five-speed manual, the automatic transmission was standard on British 280s, and all the cars pictured have it.
Star wars admiral trench figure. The later four-speed automatic in the saloon is more responsive, with its part-throttle kickdown, but the M110 engines were designed to produce real power from 3000rpm for high-speed overtaking rather than low-speed rubber-burning.
It pulls away in second for smoothness (unless you hold it in low) and this, combined with the big steering wheel, tends to give the car a slightly ponderous flavour, particularly if youve just come from a modern.
As with the hard seats (for good posture) and the huge steering wheel, it was very much a case of Stuttgart knows best rather than pandering to fashions or buyers whims. Push harder, and the lusty sound and smooth feel of the M110 when revved ambitiously goes some way to backing up Cosovichs assertion that the 280E was a true sports saloon.
Today, the estates (TEs) are the most sought-after variants, with the coups (CEs) coming a close second.
In terms of driving they are, naturally, much the same as the saloon, except that the coup (with its 2in-lower roofline) feels cosier, and the estate, with its complicated self-levelling rear suspension, has the smoothest ride.
All versions are impervious to rough or careless driving, but these are not cars to tease out your aggressive instincts.
In some ways the coup had the hardest job of all, because it was so obviously less car for more money, and arguably not as attractive as the model it replaced.
It was promoted as the car for the empty-nest, affluent couple who no longer needed four seats, while the estate was for the lifestyle family (before the term became so nauseating) who were still procreating: with its optional third row of rear-facing seats and chrome roof bars, this was the best and sexiest estate car in the world.
These wagons were a new product for Mercedes, which had studiously ignored the growing estate-car market for decades.
They quickly became the most sought-after station wagons for sale when production began at the Bremen factory in 1978. They were so successful in Germany that, for a while, it looked as if they might not even be built in right-hand drive.
When they did arrive in the UK in 1979, not even a 13k price-tag could dissuade buyers. Its stylish profile, and superb utility and practicality, changed expectations of what an estate could be.
They became fashion items and something akin to family heirlooms, such was buyers affection for a wagon that seemed impossible to replace.
This white 1982 280TE was previously owned by Barry Gibb of the Bee Gees (quite a few TEs had celebrity first owners).
These big-engined 123 wagons were cheap and abundant when I was still buying them 10 years ago: today theyre few and far between and most, says Cosovich, need a full restoration.
This was never cheap and is made more difficult these days because certain parts are becoming either hard or impossible to source from Mercedes-Benz, or else prohibitively expensive.
Much the same can be said of the coups, which are blighted by even greater parts problems because so many items are specific to this two-door body: even the fuel-filler door is different to the saloons.
A really excellent 280CE such as Andrea and Steven Prevetts 1981 car (never used in the rain by its previous two owners) would command over 20k now; itd be more than twice that to restore a project car.
The good survival of the 123s compared to their flimsy 70s and 80s rivals proves the case for Mercedes build quality.
In the context of the mid-1970s, it would be hard to find a range of passenger cars with better power steering, stronger brakes (ABS was available towards the end) or a significantly better ride.
Four decades on they still feel fast cars, if not thrillingly so, and are comfortable but dont set out to pamper you.
To own a W123 is to make an investment in safety, reliability and superb build quality, secure in the knowledge that youre driving a product of the largest research and development budget in the world, from a firm that was at the top of its game.
I can only explain it as a certain feeling of solidity that you either buy into or you dont.
For model guru Cosovich, these qualities make the W123 a kind of religious calling as much as car. For me it is a case of total respect rather than blind devotion.
As a young dad, 20 years ago, the 280TEs first made a believer out of me; my children were brought up in them.
Today, having gone through various Pagodas, 6.9s and other three-pointed-star exotica, I still might choose a 280TE over any of them.
Images: Tony Baker Forgotten six: the M123 250
The M123 engine, the only all-new power unit in the W123 line-up in 1976, is proof that even Mercedes can get it wrong occasionally. There had, of course, been single-cam six-cylinder versions of the previous W114 new generation models (the 230/6 and 250).
The new M123 was a development of the M180 six from the 250 (confusingly, 2778cc) for customers in some markets that didnt have the infrastructure to repair and service fuel injection, but still wanted straight-six refinement.
Four main bearings were deemed adequate (but with nine bobweights on the crank to help smooth things out), while the internal drives for the oil and fuel pumps and distributor linked it to the M180.
The main differences related to the equally spaced cylinders in the block (as opposed to paired) and the fact that the M123 used a complex dual-downdraught Solex carburettor, which had a vacuum cell that kicked in beyond throttle according to load and engine speed. The idea was economy from leaner running but, without proper attention, burnt valves were not unheard of if the Solex was allowed to go out of tune.
Giving 127bhp (later 138bhp), it was a pleasingly smooth engine when set up properly that would take saloon and estate W123s to over 100mph, but was never more economical than the twin-cam.
The M123 engine (which became fairly irrelevant in the mainstream range once the 230E four-pot arrived in 1980) ended its days powering the long-wheelbase airport taxis and ambulance chassis.
It was only a failure by Mercedes standards: in saloon form, some 114,796 250s were built, plus another 7704 estates. FACTFILE
Mercedes-Benz 280E/CE/TE
Sold 1975-85/1977-85/1978-86
No built 126,004/32,138/19,789
Construction steel unitary
Engine iron-block, dohc 2746cc straight-six, Bosch K-Jetronic mechanical fuel injection
Max power 175bhp @ 6000rpm to 182bhp @ 5800rpm
Max torque 173Ib ft @ 4500rpm to 177lb ft @ 4500rpm
Transmission four- or five-speed manual, or four-speed automatic, RWD
Suspension: front double wishbones rear semi-trailing arms; coil springs, telescopic dampers, anti-roll bar f/r (hydropneumatic spring struts and level control for TE)
Steering power-assisted recirculating-ball
Brakes 11in (278mm) front, 11in (279mm) rear discs
Length 15ft 2in-15ft 6in (4640-4725mm)
Width 5ft 9in (1786mm)
Height 4ft 7in-4ft 9in (1395-1470mm)
Wheelbase 8ft 10in- 9ft 2in (2710-2795mm)
Weight 3219lb-3439lb (1460kg-1560kg)
0-62mph 9.9 secs (saloon, 10.8 secs auto)
Top speed 121-124mph
Mpg 19-21
Price new 10,575/12,525/12,400 (1983)
Price now from 10,000/20,000/15,000
BUY A MERCEDES-BENZ W123
READ MORE (Redirected from Mercedes-Benz OM617) Mercedes-Benz OM617 engine Overview Manufacturer Daimler-Benz Production 1974-1991 Layout Configuration Straight-5 Displacement 3.0 L (2,998 cc)
3.0 L (3,005 cc) Cylinder bore 90.9 mm (3.58 in)
91 mm (3.58 in) Piston stroke 92.4 mm (3.64 in) Block material Cast iron Head material Cast iron Valvetrain Chain drivenSOHC 10-valve Compression ratio 21.0:1 Combustion Turbocharger Only on OM 617.95x Fuel system Indirect injection Management Bosch M or MW pump Fuel type Diesel Oil system Wet sump Cooling system Water-cooled Output Power output 80230 PS (59169 kW; 79227 hp) Torque output 168250 Nm (124184 lbft) Chronology Successor OM602
The OM617 engine family is a straight-5diesel automobile engine from Mercedes-Benz used in the 1970s and 1980s. It is a direct development from the straight-4OM616. It was sold in vehicles from 1974 to 1991. The OM617 is considered to be one of the most reliable engines ever produced with engines often reaching over 1,000,000 km (620,000 mi) without being rebuilt and is one of the key reasons for Mercedes' popularity in North America in the 1980s, as it was powerful and reliable compared to other automotive diesels of the time. It is also a very popular choice for the use of alternative fuels, mainly straight or waste vegetable oil and biodiesel, although the use of these fuels may cause engine damage over time if not processed properly before use. OM617 Naturally Aspirated [ edit ]
Essentially an OM616 with an extra cylinder, it debuted in 1974 with the W115(240 3.0d) chassis. Bore and stroke was 91 mm 92.4 mm (3.58 in 3.64 in). It was originally 80 PS (59 kW; 79 hp). Bosch MW inline injection pumps were used, which had flyweight governors and vacuum shutoff. Previous engines had used pneumatic governors, and 'gorilla knob' to start and shut off the engine. The North American engines had ADA device equipped pumps which limited fuel at high altitudes to prevent smoking with less dense air. New engine blocks after the .910 had rear mounted oil filter housings, with a combined full flow and bypass filter element. In August 1978 the precombustion chamber was updated to be similar to the new OM617A design for more swirl and more efficient combustion. The engine capacity was lowered to 3.0 L (2,998 cc) to satisfy engine displacement tax laws in Europe by changing the bore to 90.9 mm (3.58 in). September 1979 saw a new camshaft with greater valve lift let air and exhaust gases have less resistance. Power output rose to 88 PS (65 kW; 87 hp). Torque remained at 172 Nm (127 lbft) @ 2400 rpm. [1] In November 1980 the MW style injection pump was replaced with the M type for non-North American engines. Engines were equipped with series wired loop type glow plugs up until 1980 when replaced by the much more reliable pencil type plugs (these had been already used in the OM617A since 1978). Vehicles sold to the North American market had exhaust gas recirculation equipment fitted.
OM617.910
Canister style oil filter at bottom front of engine. Power output was 80 PS (59 kW; 79 hp) @ 4000 rpm and torque was 172 Nm (127 lbft) @ 2400 rpm. [2]
Applications:
1974-1976 240D 3.0 / 300D
OM617.912
This was introduced with the W123 series. Power originally was 80 PS (59 kW; 79 hp) @ 4000 rpm, torque 172 Nm (127 lbft) @ 2400 rpm. From September 1979 - 88 PS (65 kW; 87 hp) @ 4400 rpm, torque 172 Nm (127 lbft) @ 2400 rpm.
Applications: Mercedes W123 Diesel 1976 4x4
1977-1985 300D
1977-1981 300D North American
1977-1985 300D Long
1977-1981 300CD North American
1978-1985 300TD
OM617.913
This was an adaption of the .912 to the T1 chassis. It had a downward facing oil filter housing.
19821988 209 D / 309 D / 409 D
OM617.931 and OM617.932
This engine was adapted from the .912 to fit the G Class, [3] main difference being oil pan changes.
Applications:
1979-1991 W460/W461 OM617A Turbocharged [ edit ]
The year 1976 saw the engine adapted to use a turbocharger. This 190 PS (140 kW; 187 hp) OM617LA was fitted to the C111-IID test vehicle, and set 16 world land speed and endurance records at the Nardo test facility in Italy. In 1978 the engine was upgraded again to 230 PS (169 kW; 227 hp) and installed in the C111-IIID and broke 9 further records. [4] Modifications for production engines included oil squirters to cool the underneath of the pistons; pistons with oil passages; stronger connecting rods; sodium filled valve stems and a stronger nitride-hardened crankshaft. Also an uprated oil pump with separate chain drive was fitted as the turbocharger lubrication required higher flow. Bosch MW injection pumps were calibrated for greater fuel output and fitted with an ALDA device which prevented overfueling until the turbocharger had begun to provide boost pressure. Pencil glow plugs were provided on all OM617A engines.
OM617.950
In 1978, the OM617.950 was mated with the Mercedes-Benz W116 to produce the North American market-only 300SD, the world's first production turbodiesel sedan. These engines pre-dated the introduction of tighter emissions laws, so were not fitted with EGR. Power originally was 111 PS (82 kW; 109 hp) @ 4200 rpm, torque 228 Nm (168 lbft) @ 2400 rpm. From October 1979 - 121 PS (89 kW; 119 hp) @ 4350 rpm, torque 230 Nm (170 lbft) @ 2400 rpm. [5]
Applications:
1978-1980 300SD Turbo
OM617.951
The .951 was introduced for 1981 and displaced 3.0 L (2,998 cc), using a 90.9 mm 92.4 mm (3.58 in 3.64 in) bore and stroke. Power originally was 121 PS (89 kW; 119 hp) @ 4350 rpm, torque 230 Nm (170 lbft) @ 2400 rpm. From August 1984 - 125 PS (92 kW; 123 hp) @ 4350 rpm, torque 250 Nm (184 lbft) @ 2400 rpm. [6] Vehicles sold to the North American market had EGR equipment fitted.
Miracle box 2.46 crack without box latest 2017 . Applications:
1981-1985 300SD Turbo
1981 300TD Turbo
OM617.952
The .952 is identical to the .951 apart from minor changes to fit the North American 123 chassis. It was also fitted to the European market W123 wagon, the 300TD. This was the only turbocharged OM617 fitted to a European W123. Power originally was 121 PS (89 kW; 119 hp) @ 4350 rpm, torque 230 Nm (170 lbft) @ 2400 rpm. From October 1982 - 125 PS (92 kW; 123 hp) @ 4350 rpm, torque 250 Nm (184 lbft) @ 2400 rpm. [7] Vehicles sold to the North American market had EGR equipment fitted.
Applications:
1981-1985 300D Turbo North American
1981-1985 300CD Turbo North American
1982-1985 300TD Turbo
Military Hagglund Bv206 Bandvagn See also [ edit ] References [ edit ]
'Mercedes-Benz W123 300D Archive'. mercedes-benz-publicarchive.com .
'Mercedes-Benz W115 240D 3.0 Archive'. mercedes-benz-publicarchive.com .
'Mercedes-Benz W460 300GD Archive'. mercedes-benz-publicarchive.com .
'Mercedes-Benz C 111 History'. mercedes-benz.com .
'Mercedes-Benz W116 300SD Archive'. mercedes-benz-publicarchive.com .
'Mercedes-Benz W126 300SD Archive'. mercedes-benz-publicarchive.com .
'Mercedes-Benz W123 300D Turbo Archive'. mercedes-benz-publicarchive.com . Retrieved from 'https://en.wikipedia.org/w/index.php?title=Mercedes-Benz_OM617_engineoldid=955034510'
