For more than half a century, the Mercedes-Benz S-Class has been the gold standard for large luxury cars worldwide, and for good reason. The S-Class is Mercedes-Benz’s flagship car, and the German automaker packs as much of its advanced technology and fine craftsmanship into it as possible. The S-Class name only dates to 1972, but its origins go much further back, and the model has not only been historically luxurious but beautifully engineered and safe as a bank vault.
The S-Class was the first production car with crumple zones, anti-lock brakes, traction control, stability control, driver and passenger airbags, and many other technological innovations. It’s still a technological leader today, as exemplified by the recently introduced S 580e plug-in hybrid. This 510-horsepower land yacht can speed to 100 km/h in 5.2 seconds but also offers 90 kilometres of electric range, and it can be equipped with some of the very best infotainment and safety systems money can buy.
Mercedes-Benz has also offered many versions of this car over the years, mostly sedans with straight six and V8 gas engines, but it’s also been offered in two-door coupe and convertible form, and with diesel and hybrid power. Today, it’s back to sedan-only form, as the S-Class coupe and convertible were replaced in 2022 with the new R232-Series SL-Class, but it’s bigger and better than ever.
The S-Class plays in a small and rarified segment, competing with the Audi A8, BMW 7 Series, Genesis G90, and Lexus LS, in addition to newer challengers like the Lucid Air (which also competes with Mercedes-Benz’s electric EQS, its EV take on the S-Class concept). There are fewer entries than there used to be as Cadillac and Lincoln no longer offer sedans in North America, but the S-Class is generally considered by critics to be at the top of this small set.
While it offers lavish luxury, fantastic safety systems, and the latest and greatest tech, none of this comes cheap. The S-Class costs deep into six figures to buy new in Canada, and it’s costly to fuel, maintain, and insure over time. Most generations are very reliable, but even so, the cost of upkeep can be steep.
Here, we’ve outlined each generation of the S-Class since 1972 and included some advice about what to watch out for and what to pay.
Mercedes-Benz S-Class Buying Guide: Cost, Reliability, and the Best Years to Buy
- Frequently Asked Questions
- Mercedes-Benz S-Class Pros and Cons
- Mercedes-Benz S-Class Generations
- 2021-Present W223 Series
- 2014-2020 W222 Series
- 2005-2013 W221 Series
- 2000-2005 W220 Series
- 1991-1998 W140 Series
- 1981-1991 W126 Series
- 1972-1980 W116 Series
- 1951-1972 Early Models
Frequently Asked Questions
Which Mercedes-Benz S-Class years are the best?
The current-generation W223 (2021 to Present) and previous-generation W222 models (built from 2014 to 2020) are both very reliable and offer more features than any previous S-Class, so they’re both good bets. Among classic S-Class models, the long-lived W126 (sold in North America from 1981 to 1991) is one of the highest-quality and most reliable vehicles ever made bar none, not just from Mercedes-Benz.
What are the worst Mercedes-Benz S-Class years?
2000 through 2003 models are generally considered the S-Class’s nadir thanks to the many electrical problems in the then-new W220 Series. Later years, from 2004 to 2006, are better. The entire W220 series comes in for criticism from fans and reliability trackers alike for its high maintenance and repair costs and frequent need for electronic diagnoses. Early W221 series models, built in 2007 and 2008, also seem to have a higher-than-average number of problems and complaints.
Is a used Mercedes-Benz S-Class a good deal?
The S-Class is a car you buy because want it, rather than because it’s a good value. It does pack in lots of world-leading technology and often debuts new and useful features before other models, but it’s also hugely expensive to buy, run, and insure. You can get a good deal on them, and they depreciate to the point where they’re relatively affordable used vehicles, but there are always going to be upkeep costs.
Mercedes-Benz S-Class Pros and Cons
Pros:
- Advanced technology
- Opulent interiors
- Powerful engines
- Sharp style
Cons:
- Crazy MSRP
- Big bills for maintenance and repairs
- Most models guzzle fuel
- Large and hard to maneuver
Mercedes-Benz S-Class Generations
2021-Present W223 Series
Introduced in early 2021, the current W223 series S-Class is a legitimate marvel of technology and engineering, and it once again sets the standard for the large luxury sedan class. Mercedes gave the car the second generation of its MBUX (Mercedes-Benz User Experience) infotainment interface. Buyers can opt for up to five screens on board, and Mercedes says there’s a new 3D driver display system that uses eye tracking to create the illusion of depth.
As in past S-Class generations, the model rollout has been gradual. At first, Mercedes-Benz offered the S 500 4Matic and the S 580 4Matic variants, both with standard with all-wheel drive. The S 500 gets a turbocharged 3.0-litre inline-six paired with a 48-volt mild-hybrid system to produce 429 horsepower and 384 lb-ft of torque. That powertrain is good for a zero-to-100 km/h time of 4.7 seconds. The S 580 comes with a twin-turbo 4.0-litre V8 with mild hybrid drive that produces 496 horsepower and 516 pound-feet of torque. Those massive specs produce a zero-to-100 km/h time of just 4.4 seconds.
Just as in the previous generation, Mercedes also rolled out an ultra-luxury Mercedes-Maybach version. The standard one uses the S 580 powertrain, but there’s also a V12 version, the S 680. Although the previous-generation S-Class coupe and convertible were on sale into early 2022, they were replaced by the R232 series SL, and this current generation S-Class comes only as a four-door sedan.
In late 2022, Mercedes-Benz rolled out the S 580e, the next-generation version of its older plug-in hybrid (PHEV) designs. It mates a version of the 3.0-litre inline six in the S 500 with a beefy electric motor and a massive (by PHEV standards) 28.6-kWh battery pack. It’s slightly slower to 100 km/h (~5 seconds) than the others, but it offers an astonishing 90 kilometres of battery-only range and it can be charged using a DC fast charger if you’re not at home, which is something very few other PHEVs can do. (Note that the S580e has not returned to the S-Class line-up in Canada for the 2025 model year.)
For 2024, the S 500 got a horsepower bump, to 442, while the AMG S 63 returned to the lineup as a high-performance plug-in hybrid. It combines a twin-turbo 4.0-litre V8 with an electric motor and a 13.1-kWh battery pack. All told, system power adds up to 791 horsepower and 1,055 pound-feet of torque.
The S-Class has always been the Mercedes platform for debuting and selling new technologies, besting the previous generation’s engineering. The latest versions of the car continue to embody that attitude. Rear-axle steering improves the car’s turning radius with up to ten degrees of motion. A new rear airbag system provides airbags in front of the rear passengers for the first time. The car features a boatload of advanced safety and driver-assist systems though, sadly, most of them are still technically part of option packages.
These S-Class models are nearly new and only just starting to hit dealer lots as used or off-lease vehicles. They’re still quite expensive, but then, this is the most expensive vehicle in its class, with no model starting for less than $125,000 in Canada in 2021 and nearly $150,000 in 2025. Used cars start around $90,000 for a 2021 S 500 and go up from there.
2014-2020 W222 Series
The W222 series S-Class debuted in Hamburg, Germany in May of 2013 and arrived in North America about six months later for the 2014 model year. The redesign brought a new aluminum hybrid body shell that significantly cut weight and improved rigidity, making an already whisper-quiet car even more serene. Mercedes says the car was the first in the world to exclusively feature LEDs over traditional bulbs via 500 light units throughout the interior and exterior of the car. Both the interior and exterior design themes of this S-Class were then adapted for subsequent restyles and redesigns of the C-Class and E-Class.
This new S-Class dropped the old active body control system in favour of “magic body control,” which used an advanced road scanning system to detect potholes and imperfections in advance and adapt the suspension to them. It also came with a surround-view camera system that integrated multi-modal radar and ultrasonic sensors for even smoother adaptive cruise control and lane centring than before.
The W222’s sumptuous interior made liberal use of wood and metal accents, and the elements flowed together more smoothly than in the previous W221. It also came with selectable ambient lighting, which has since become a defining feature of other Mercedes-Benz interiors.
The Mercedes MBUX digital interface and infotainment system featured on two giant 12.3-inch screens under a single panel long before other automakers adapted this style of display. While not quite the uniform panels we have today (there were buttons between the screens), it still looks contemporary ten years later. Unlike later systems, many physical controls were retained, which might actually make this system better than the ones we have today. Night vision also remained.
Many of the best features on this S-Class (like the Driver Assistance Package) were optional, but very few buyers ever drove away in a completely base model, so most versions are well equipped. There were also rear executive seating packages, sport packages, AMG appearance packages, air purifiers, active parking assist, massaging seats, Burmester surround-sound audio setups, and lots of other luxury, functional, and cosmetic additions.
In 2014, the initial models were the S 550 and the AMG S 63, though at this point the model names no longer truly coincided with the engines. The S 550 used a 4.7-litre twin-turbo V8 making 449 horsepower and 516 pound-feet of torque. The S 63 used a hand-built 5.5-litre twin-turbo V8 making 577 horsepower and 664 pound-feet. In Canada, 4Matic all-wheel drive was standard. Both used a seven-speed automatic transmission, but the AMG unit was a multi-clutch version with paddle shifters.
2015 saw the debut of three new models: the entry-level S400, the revived 6.0-litre V12 S 600, and the AMG S 65. The S 400 used a twin-turbo 3.0-litre V6 to generate 329 hp and 354 lb-ft of torque. The S 600 now made 523 horsepower and 612 pound-feet of torque, while the S 65 belted out 621 horses and 738 pound-feet. There was also a revived ultra-luxury Maybach model, though Mercedes-Benz often considered this a separate model from the rest of the lineup. It was half a foot longer than the other models and filled with ultra-luxury materials, but available with either the V8 or V12 powertrains.
In 2016, the S 550e plug-in hybrid (PHEV) was added to the Canadian line-up. The PHEV made 329 system horsepower and offered 23 kilometres of electric range according to Natural Resources Canada.
This generation also saw the revival of the S-Class two-door models. They had been spun off into the CL-Class in 1996, but starting in 2015 the full-size hardtop coupe and convertible returned to the S-Class fold as the “C217” design. They offered the S 550, S 63, and S 65 drivetrains and even more opulent interiors than the sedan. They did not find very many buyers, however, and in 2022 Mercedes-Benz replaced them and the aging R231 SL-Class with a single new SL design, the R232 series.
All versions of the W222 got a facelift and tech update in 2017, and the engines were updated for 2018. The S 550 became the S 560, now with a 4.0-litre V8 making 463 horsepower and 516 pound-feet. The S 400 became the the S 450 and received a power bump to 362 horsepower and 369 lb-ft of torque. The S 550e and S 600 were dropped by 2018.
The AMG and Maybach versions stayed relatively the same in these years, and in anticipation of the next S-Class, 2020 was largely a carry-over year. Some models were still on dealer lots in 2021 because of the Covid-19 Pandemic, and the AMG variants were still on sale that year.
Unlike its two immediate predecessors, the W222 has a very good reliability record, though it’s still expensive to maintain and there are still plenty of things that can go wrong. Most owner forums seem to focus on issues with the suspension and electrical system, two common areas where S-Classes are vulnerable. Most report an easy ownership experience, however, and the car rates highly for owner satisfaction. Traditional reliability trackers like Consumer Reports don’t have much data to back this up, unfortunately.
This is an expensive machine, although the oldest and S 550es are starting to be a good deal. Pre-2017 S 400s and 550s in good shape, with low odometers, tend to go for about $30,000 to $40,000, but that’s the baseline. Coupes and convertibles can cost twice that much, and the AMG S 63 models typically range from $45,000 to $70,000, depending on equipment. Go newer than 2017 and the prices go up, with S 450 and S 560 models typically starting at around $60,000, and higher trims and better-equipped ones around $80,000.
2005-2013 W221 Series
The late aughts brought a new, more aerodynamic S-Class, and one which sought to dispel the gloom left behind by its W220-series predecessor. Mercedes said the car had a drag coefficient of just 0.26, not far behind its slipperiest present-day car, the EQE 350+.
The new W221 series got lots of new and updated safety tech, including adaptive cruise control with a stop function, forward automatic emergency braking, Bi-Xenon headlights, enhanced versions of the existing stability control and PreSafe systems, lane keeping assist and a night vision system that displayed on the instrument cluster.
The new W221 also offered GPS-tracked roadside assistance tech, an electronic parking brake, self-closing doors and a self-closing soft close trunk lid, a digital instrument cluster, a power panoramic roof, a rearview camera with parking guidance, a tire pressure warning system, and thoroughly updated versions of the COMAND voice-activated system, one of the trouble spots on the previous W220 series. There was even an optional rear entertainment system, and in response to the issues with its predecessor, the materials were comprehensively upgraded with lovely leather, wood, and metal bits.
Though standard and long wheelbase models were still offered elsewhere, the W221’s North American models only used the latter size early on. The initial models offered were the S 550, S 600, and AMG S 65. The first used a 5.5-litre V8 making 382 horsepower and 384 pound-feet of torque. The S 600 once again used a V12, but now it was also 5.5 litres, and made 510 horsepower and 612 pound-feet of torque. The updated S 65 still used the 6.0-litre V12 from the W220 series version, with 604 horsepower and 738 pound-feet of torque. 4Matic all-wheel drive was again offered, but only on lower trims. V8 models used a seven-speed automatic, while V12s used an older five-speed design.
2008 saw the addition of two models in Canada: the short-wheelbase S450 4Matic, which used a 4.6-litre V8 to produce 335 hp and 339 lb-ft of torque, and the Mercedes-AMG S 63, which used a 6.3-litre V8 making 518 horsepower and 465 pound-feet of torque. 2010 saw the addition of the S400 hybrid, which was actually only a mild hybrid rather than a Toyota Prius-style conventional one. However, it could return 11.0 litres per 100 kilometres combined, versus the typical 13 to 17 L/100 km for most of the other S-Class models. The S400’s 3.5-litre V6 and integrated generator made 295 horsepower and 284 pound-feet of torque. The S400 wasn’t a big seller, but it was the first S-Class hybrid.
The final addition to the W221 series lineup was the 2012 S 350 BlueTEC diesel sedan. It used a 3.0-litre turbodiesel V6 making 350 horsepower and a brutal 455 pound-feet of torque, paired with all-wheel drive. It proved a slow seller, and Mercedes did not renew it for the following generation of S-Class that debuted late that same year.
W221 models have a much better reliability record overall than the W220 series, but they still have some foibles, particularly in the early years. As with the W220, they are very complex and have tons of wiring for all those electronic systems, so electrical issues are likely to be the most time and money-consuming gremlin. However, early models, mostly S 550s, also come in for criticism for broken or worn suspension parts and for weak transmissions. In the case of the suspension, it’s that the air system is losing containment or not leveling evenly, and the repairs are expensive.
These cars are now nearing the bottom of their depreciation curve, and they’re affordable considering the level of tech, performance, and luxury they offer. Just be prepared to spend big on maintenance or the occasional unexpected repair. You can pick up a solid lower-trim W221 in good shape with under 200,000 kilometres for roughly $13,000 to $20,000. The other versions of the car are much rarer. The diesel, AMG, and V12 models sell for much more, particularly the V12s, and the diesel is particularly hard to find.
2000-2005 W220 Series
The 220 Series S-Class got a new form with a slick shape. It debuted at the Paris motor show in the fall of 1998 and reached North American dealers about six months later as a 2000 model-year vehicle. In response to criticisms of the visual bulk of the W140 Series, the W220 sported muscular, lithe styling that looked sleeker but was actually dimensionally the same. Mercedes notes a drag coefficient of 0.27 for the car. In an internet-age push to include more electronic features, the W220 was packed to the gills with new electronic gizmos, which would prove its undoing. As in the past, the sedan came in two wheelbases and there was also a coupe version, but that car fell into the separate CL-Class.
New features — though not all of them were available on all North American models — included an air suspension, active body control (which adjusted the suspension on the fly for sharper cornering), radar-assisted adaptive cruise control, cylinder deactivation, side curtain airbags, keyless entry and ignition, Pre-Safe (an early collision avoidance and mitigation system), a TV tuner, fully automatic climate control, ventilated front seats, and self-closing doors.
Many of the previously optional W140 features also found expanded availability or were made standard, like parking sensors, heated exterior mirrors, and rain-sensing wipers. Some of these systems were so complicated that they required textbook-sized manuals to learn, but the W220 really did offer a whole lot of technology.
Unfortunately, the car’s electrical systems just weren’t up to par, and neither were the materials used in the interior. The many tech features often broke in the early years, and the huge complexity of diagnosing even small problems, like why a soft-close door wouldn’t operate properly, could lead to significant downtime at the dealership. Mercedes-Benz’s attempts to also keep the W220 from having a huge price increase from the W140 also led to complaints that the materials did not feel rich enough or well made, a stinging criticism for the automaker.
Six-cylinder and diesel engines were essentially abandoned in this generation, but for the first time, the S-Class could be had with 4Matic all-wheel drive (starting in 2003), and high-performance AMG variations, the S55 and S 65.
The base model for much of this era was the S430, with a 4.3-litre V8 making 275 horsepower and 295 pound-feet of torque. Joining it in the initial offerings was the S 500, with a 5.0-litre V8 making 302 horsepower and 339 pound-feet of torque. In 2001, Mercedes-Benz added the S 500, with the old 6.0-litre V12, now making 389 horsepower and 420 pound-feet, and the Mercedes-AMG S55, with a 5.5-litre V8 making 349 horsepower and 391 pound-feet. At first, the W220 used a five-speed automatic transmission and later a seven-speed unit.
2003 brought optional 4Matic all-wheel drive for the S430 and an overall refresh of the car that cured some of its early electronic woes, but not before serious damage was done to the S-Class’s reputation. The car stayed largely the same after that until 2006, when the new top-spec model was the Mercedes-AMG S 65, a twin-turbo V12 hot rod with 602 horsepower and 738 pound-feet of torque.
This S-Class is the most problematic of the lot to own thanks to its electronic glitches and byzantine complexity. Previous S-classes were complex cars, but nothing like this, and diagnosing and repairing faults on early models is a wallet-draining exercise in frustration. It’s nice to drive, and the AMG models are very lively, but this isn’t the best choice if you really want an S-Class.
Considering their towering prices when new, these S-Classes are really, really cheap now, though rust has taken its toll and they’re now hard to find in Canada. The nicer ones you’ll find with under 200,000 kilometres on the clock should run you $5,000 to $10,000 in lower trims, but maintenance costs are very high. AMG versions will still command a premium of up to double those prices. Post-2003 models are generally much better than the 2000 to 2002 versions, but all of these are essentially a gamble. Find one with a caring owner and a long service history if you can.
1991-1998 W140 Series
The W140 Series S-Class debuted in March of 1991 at the Geneva Motor Show, and the North American version followed later that fall as a 1992 model.
Mercedes-Benz had taken almost ten years to design it, and in the process, also factored in new or rejuvenated competitors like the second-generation BMW 7 Series and the Jaguar XJ40, both of which offered V12 engines, and the Lexus LS, which offered new levels of refinement and reliability. Once again, the design efforts were led by Bruno Sacco and produced an aerodynamic (with a drag coefficient of just 0.31) but imposingly large shape. As a result, the car was generally considered too big, even by Mercedes fans.
As the engineering department ruled Mercedes-Benz in the 1980s, no expense was spared in building this S-Class. It was considerably more expensive than its predecessor and launched right after a global recession, so sales were muted early on. The Lexus and other Japanese competitors, like the Infiniti Q45 and Acura Legend, also bit into sales. Once again, the S-Class was offered as a four-door sedan in standard or long wheelbases and a two-door coupe. At first, the “C140” used the same model designations as the sedan, but in 1996 it was spun off into the CL-Class.
As usual, the S-Class boasted many new innovations, including electronic brake force distribution, stability control, Xenon HiD headlamps, and rain-sensing wipers. There were also Orthopedic seats, heated windshield washer jets, power mirrors, soundproofed double-paned glass, soft-close doors, CD-ROM based navigation systems, memory seats, an auto-dimming rearview mirror, parking sensors, voice commands, and dual-zone climate control (and four-zone on long-wheelbase models). Most of these features did not get added until 1995 or later, but a few were offered right from the start.
This S-class also offered adaptive suspension dampers, a new self-leveling suspension, and new front and rear suspension designs for even more refined handling, and it used a set of new gas engines and updated diesels.
Mercedes-Benz offered a much wider range of models in the W140 years than it had previously. The entry-level model was the 300SE, with a 228-horsepower 3.2-litre inline six, followed by the 300SD, which carried over the old turbodiesel six from the W126 series, a 3.5-litre unit with 148 horsepower. Above those were the V8 models starting with the 400SE, which used a 4.2-litre V8 with 282 horsepower, and the 500SEL, on the long wheelbase and powered by a 5.0-litre, 322-horsepower V8. At the top of the line was the 600SEL, a long-wheelbase sedan powered by a 402-horsepower, 6.0-litre V12.
These models continued in 1993, but were joined by the 500SEC and 600SEC coupes, while the smaller V8 became the long-wheelbase 400SEL. In 1994, Mercedes-Benz changed its model numbering scheme, with every version now starting with S and the number after reflecting the engine. The 300SE became the S 320, the 400SEL became the S 420, and so on. That same year, a refreshed S-Class debuted at Geneva, and it arrived in 1995 along with a five-speed automatic transmission on some models.
In 1995, the S 320 got a long-wheelbase option, and that same year was the final outing for the slow-selling S 350 Turbodiesel. In 1996, the coupes were spun off into the long-running CL-Class, while the five-speed automatic transmission was made standard. The W140 remained largely unchanged, remaining in showrooms until early 1999. Power gradually increased on most models, and the only one that really didn’t change much was the V12.
The W140 is an expensive and complex car with a mass of wiring, and electrical problems are its main pain point. Early models had wiring harnesses that could severely degrade over time, leading to unusual faults. Still, there are also periodic issues with the optional hydraulic suspension system, the HVAC systems, and with maintenance on the V8s, which can be expensive. These cars also rust, which has led to them being very rare in Canada. In general, they are not unreliable, but it’s best to set aside a big rainy day fund if you’re interested in driving one of these every day.
In Canada, a decent example with fewer than 200,000 kilometres on the dial will cost you roughly $12,000 to $15,000. If you decide to shop south of the border, you may be able to pick one up for as little as USD$6,000. Higher-spec models and those with maintenance histories and lower odometer readings will cost more, usually between USD$10,000 and $15,000. However, the V12 and the coupe models are in a different league, and you should expect to pay a minimum of USD$15,000 for good examples of those (or about $20,000 if you snag the odd one that pops up in Canada). The V12, of course, comes with even higher potential bills.
1981-1991 W126 Series
One of the highest-quality vehicles ever made, the W126 S-Class was in production for an astonishing 13 years. It still feels modern enough from behind the wheel to pass for a car of the 2000s rather than one designed when Pierre Trudeau was Prime Minister. Bruno Sacco led the design efforts, and because of the impact of the 1973 OPEC crisis, the W126 was designed as much for efficiency and low emissions as it was for performance and luxury.
The W126 debuted at the 1979 Frankfurt motor show but arrived in North America about a year later for the 1981 model year. As before, there were standard and long wheelbase variations. In 1982, a hardtop coupe (the C126) was added to the lineup, using only gas-powered engines and generally being better equipped than the sedan. There had been S-Class coupes before, but from 1972 to 1981, that niche was filled by the 450SLC, which we cover in our guide to the SL-Class.
Though many of its most innovative features did not appear on North American models until late in its run, this S-Class was the first car with standard anti-lock brakes (from 1985), a standard driver’s airbag (also 1985) and front passenger airbag (in 1991), traction control, and seatbelt pre-tensioners on all seats. Like its predecessor, it also boasted an extremely robust crash structure and was widely considered one of the safest cars in the world in the 1980s. It also integrated new features like automatic climate control, an immobilizer, a power-adjustable steering column, and ergonomic power seat controls.
Early models were mostly V8s and turbodiesels. 380SE and 380SEL models used a 3.8-litre V8 making 155 to 184 horsepower depending on the year. This engine was the only option on the 380SEC Coupe. The 300SD, standard-wheelbase only, continued to use the turbodiesel five-cylinder originally seen in the W116 series, only now with up to 123 horsepower and 184 pound-feet of torque. All models used a four-speed automatic throughout the run, and all were rear-wheel drive.
In mid-1985, the S-Class got a major refresh, and North America got the 500SEL and 500SEC for the first time. Both used a 5.0-litre V8 making 184 horsepower and 247 pound-feet of torque and had been available in Europe since 1980. In the 1980s, many enterprising Mercedes fans imported more powerful or cheaper from Europe, and a cottage industry of grey market importers arose to cater to them until Mercedes-Benz and BMW lobbied to make this practice harder. This resulted in the U.S.’s 25-year rule about import certifications, which Canada echoes with its 15-year import rule.
For 1986, the diesel became the 300SDL, on the longer wheelbase and using a new 3.0-litre six-cylinder turbodiesel with 148 horsepower and 201 pound-feet of torque. As memories of the 1973 and 1979 gas crises faded, the SDL became an increasingly rare item. In 1989 it became the 350SDL, with yet another engine, now a 3.5-litre six with only 134 horsepower. In 1987, the gas-powered models became the 560SEL and the 560SEC, using an enlarged 5.6-litre V8 with 238 horsepower and 287 pound-feet of torque, an engine that lasted until the end of the W126’s run in 1991.
The W126 is world-famous for quality and reliability, and there are still many of the S-Class models on the road in countries with fairer climes. Unfortunately, Canadian conditions have taken their toll, and these are now very rare in Canada. If you seek one out, there are some things to watch out for. This car has many advanced features that require a lot of wiring, which can degrade with time. Timing chain tensioners on the V8 models are also a concern and, if ignored, can lead to huge bills. The turbodiesels are the longest lived and most frugal, but they also need regular maintenance.
If you decide to go shopping in the U.S., expect to pick up worn examples for as little as USD$4,000, but know big bills will eventually follow. The going rate is usually about USD $8,000 to $17,000 for nice, well-cared-for examples. Low mileage and rare versions will sell for more, and really fine examples are generally USD$20,000 to $30,000 cars now. What’s great about them, however, is that you can use these old cars daily in good conditions and still enjoy modern comforts. The C126 coupe is generally more expensive, as it was when the cars were new, and very few decent C126s sell for less than USD$15,000. For a nice low-mileage one, expect to pay twice that.
1972-1980 W116 Series
The W116 Series was the first to sport “S-Class” branding. It was a car of many firsts, but also a few lasts, for Mercedes-Benz. It was the final car created under longtime design boss Friedrich Geiger, who retired after 40 years with M-B in 1973. Many other famous Mercedes designers worked on it, including Bruno Sacco, who would later lead Mercedes-Benz’s design efforts in the 1980s and 1990s. The S-Class was not actually Benz’s flagship in this era, either. Back then, it was still building the massive 600 Series that continued until 1981.
Geiger and the other designers came up with a brand new look for the W116 that would trickle down to every other Mercedes model for the next 15 years. It even directly informed the style of its W126 successor. The W116 was plain inside compared to American luxury cars of the 1970s, but it was beautifully engineered and built to a much higher standard than Cadillacs and Lincolns of the day. This helped it justify its huge price. In 1980, its final year on sale, the price was more than double that of a Cadillac DeVille.
But the quality of the car was, and still is, undeniable. A few W116s are still used as daily drivers in places where cars don’t rust, and they can rack up hundreds of thousands of klicks. They’re collector cars now, but still modern enough to use regularly. Those engineering firsts? The W116 was the first car to have anti-lock brakes (optional from 1978) and the first turbodiesel-powered luxury car (also 1978). Most of its variations came standard with electronic fuel injection in an era when carburetors were still the standard, and it had one of the world’s safest crash structures when it was new.
A variety of models have been imported to North America from other markets over the years, but there are four basic North American versions of the W116.
The most common is the 450SEL, the long-wheelbase version powered by a 4.5-litre V8. European models had up to 222 horsepower, but units sold in the U.S. had more emissions equipment and lower outputs, closer to 180 horses. This model ran from 1972 to 1980. There was also a less-costly short-wheelbase six-cylinder model, the 280S/SE. These use a 2.8-litre overhead cam straight six, usually making about 140 to 150 horsepower. It debuted after the gas crisis in 1975 and continued into 1978. 280SE models are better, as they have fuel injection.
The most innovative model was the 300SD, introduced in late 1978. This model was exclusive to North America and used a five-cylinder turbodiesel engine with 110 horsepower and 168 pound-feet of torque. This is a big, 3,700-pound car, and the 300SD is very slow, but its durability is the stuff of legend. Some examples have racked up to 800,000 kilometres or more. The 300SD came only as a standard-wheelbase sedan and replaced the 280SE.
Last but certainly not least was the 450SEL 6.9. The ancestor of later AMG S-Class models, this big-block V8 monster used a 6.9-litre V8, making 250 horsepower and 360 pound-feet of torque. It was the fastest stock sedan of the late 1970s, and Mercedes-Benz fans were delighted when the company certified it for sale in North America for the 1978 and 1979 model years. It’s a big-buck collectible today.
You’re unlikely to find many of these in Canada now. In the United States, W116 prices range widely, and 280S/SE models in good condition can be had for well under USD$10,000. 450SEL and 300SD models cost more, but the priciest of all are the 6.9s, which start at around USD$40,000 for a good, clean example. The biggest vulnerability in the W116 generation is rust, not mechanical fatigue, but given the age of these cars, it’s best to inspect them carefully.
1951-1972 Early Models
Prior to 1972, the S-Class cars weren’t officially referred to as the “S-Class” directly, but they wore various model designations, including 250 S, 300 SEL, 220 SE, and others.
These cars also sometimes encompass more than one design at the same time. In the early 1960s, the large W189-series “Adenauer” cars overlapped with W111-series “Fintails,” (pictured above) but both are considered a part of S-Class history. The cars introduced numerous advances in automotive technology, including crumple zones (and the development of a modern crash testing regime), mechanically controlled fuel injection, a padded steering wheel, and hydropneumatic suspensions.
