I Bought a W123 Mercedes 300D Because I Like Pain

"Jake Margle" (gearsandqueers) 02/19/2020 at 10:57 • Filed to: W123, 300d, new car, atlanta, Gears and Queers

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Let’s cut the charade. Classic cars are a pain. Not some classic cars. All classic cars. When you’re dealing with an automobile that’s more than 20 years old, you’re dealing with a completely different animal than a car from the 2000’s that’s just fallen on hard times. Cresting the 20-year mark—or the 200,000 mile mark—typically means a myriad of failed seals and gaskets, non-functioning parts that are no longer manufactured, and general distaste for consistent running. Mechanical and electronic systems from the 90s and decades prior present a unique challenge to even the most adept wrenchers, and the same goes for the much-lauded and much-maligned W123 chassis Mercedes. Which is precisely why I bought one.

Enthusiasts far and wide know the legend of the W123 chassis. The timeless design, venerable engine, classy interior, and overall stylish appearance make this one of, if not the most sought-after German classics. But like any classic, these recognizable German saloons—and coupes and wagons—can become quite the bug-bearer for any driveway mechanic worth their salt.

Enter my 1983 300D, a car I’ve lusted after for quite some time. I’ve been on the hunt for any variation of the 123 chassis for nearly eight months now, and I finally settled on a 36-year-old example that I found less than 10 miles from me. Despite all its problems, it’s already the best car I’ve ever owned. I know, predictable.

Let’s get the specs out of the way. The W123 chassis was produced by Mercedes-Benz from November 1975 (for the 1976 model year) until January 1986. Within that run, Mercedes produced a four-door saloon, a five-door wagon, and a two-door coupe all on the same unibody platform. Engines ranged from 2 and 3-liter diesels (with a turbo from 1980 onward) to a 2.8-liter gasoline inline six. This was the executive car to have in its day, costing nearly $70,000 in today’s money. I nabbed mine for, well, a lot less than that, mainly because there are just a few things wrong with it.

Here’s what’s right: the color is a cheery, albeit faded shade of yellow; the engine is relatively strong with only a moderate amount of blowby; the interior and exterior are pretty well-sorted with no accidents to report; and there’s almost no rust to speak of. That I’ve found at least.

As you might have guessed, the list of what’s not right is much more extensive.

Almost every seal and gasket on this drivetrain needs replacing. Take a look at all that oil under the car. Yikes. The previous owner threw his hands up at the idea of repairing the vacuum system and its leaks, which is why I’ve got door locks with a mind of their own and a transmission that clunks harder than a G-Wagen striker bolt. The turbo is in desperate need of a rebuild or replacement, evidenced by the wet inlet tubes on the air cleaner and the outlet manifold that drips oil onto the passenger side motor mount. The differential seeps gear oil, and the rear passenger side CV boot has decided to let go on both ends. Hopefully that doesn’t necessitate a whole axle replacement, but we’ll see. The brakes are so worn that they’re certifiably dangerous. There’s a knock and a rotational wurrr from the driver’s side front suspension that gets worse with steering lock, which could be a ball joint or a wheel bearing. We’ll find out. And lest I forget, there’s a sheered spring that’s come through the driver’s seat that unleashes pain on a rear end fiercer than an LS1 in a Miata.

I’m far from a professional, especially when it comes to driveway wrenching projects. It might even be a stretch to call me a weekend wrencher, but this car has ignited something within me. Maybe it’s the undeniable respect that the W123 commands, or the plucky nature of this faded yellow chariot that has me desperate to bring it back to a state closer to its glory days. Either way, I’ve already spent a fair amount of time and money replacing the fluids and filters in this car, which showed me the incredible difference clean fuel filters can make in a compression-driven car. On my first drive, this nearly 3,500 lb. German sedan could barely get up a hill. One NAPA-brand pre-filter and Mann main filter later and it rides boost like a freight train down a mountainside. Thank god for the small fixes.

We’ve sorted a major vacuum issue that prevented the four-speed slush box from being shifted manually—an original vacuum line to the switch on top of the valve cover had been plugged with a deck screw. For something like the EGR, that fix could be overlooked, but for something as active as the vacuum-controlled transmission, it’s a death sentence. I’m still experiencing some hard shifts, but I suspect a simple VCV modification and a kind word with the Bowden cable could net some appreciable results.

The car starts fine, but she’s not a big fan of the first turnover. The first glow of the day nets a relatively low and rough idle, something that should be remedied by a long-overdue valve adjustment. Also the tachometer doesn’t work. This is a common problem in these cars, and might be fixed by a simple amplifier hack, or a very expensive replacement. We’ll see what happens.

The rest are just bits and bob s that need replacement as you crack into a near 40-year-old automobile. Some might say I picked one expensive test bench to flex the extent of my wrenching knowledge, and you’re right. But what better way to get started than on a stylish old Benz that looks and sounds like a school bus past its prime? Wish me luck.

Jake Margle is a part-time wrencher and a full-time idiot. When he’s not chasing leaks from his old Merc, he’s reviewing cars with his pal Chris over at !!!error: Indecipherable SUB-paragraph formatting!!!

SBA Thanks You For All The Fish > Jake Margle 02/19/2020 at 11:30

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did you do the usual basic blow-by test? I bought a 240D, with great expectations, last year— and my blow-by would blast the oil fill cap right off its seat.

Have thought about finding a 300D motor... but it’s just more pain, probably?

Rusty Vandura - www.tinyurl.com/keepoppo > Jake Margle 02/19/2020 at 11:40

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parts that are no longer manufactured

I own a very non-classic ‘97 GMC Safary (Chevy Astro) van and many of the parts for that van have been discontinued. Case in point: rear transmission mount, the one at the end of the tail housing. GM has one in a parts bin somewhere, but it’s $130, versus $20 or so for a variety of aftermarket parts. But guess what: the knockoff part is more rigid and transmits a noise through the chassis at highway speed that sounds like a bearing going bad. Swell.

Snuze: Needs another Swede > Jake Margle 02/19/2020 at 11:40

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This brings back memories...

My friend in high school had a W123 300D, the non-turbo version. It would go 0-60 in... well... sometimes. We once pegged the speedo at 85 MPH going down a long, steep grade on the highway and it was terrifying. And we were still getting passed by semi-trucks.

The electrics were shit - to make anything work in the car you flipped the switch and then my friend would purposely steer the right wheels off the road, or aim for the nearest pothole - *usually* the sudden jolt would connect whatever open was in the system and the item would work. Also one I tried to get in the back passenger door and when I opened it the door card was stuck in the door frame.

Your example, however, looks much cleaner than his was 18 years ago, despite all the oil under it. Best of luck with all your troubleshooting and wrenching. The only way to learn is by doing. I can’t wait to see what the future holds for this car.  

Jesus Arias > Jake Margle 02/19/2020 at 11:43

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Its not just classic cars that are a pain. Also cars that were poorly maintained for example my car. It’s a 1999 and yet the current issues with it are the power steering rack makes a weird noise, driver window gets stuck, ac is weak, makes an eerie squeaking noise at times which gets louder with RPMs, passenger side front brake locks up, and so one so forth. Issues that I had fixed include a full engine rebuild and replaced all hoses.

Jake Margle > Snuze: Needs another Swede 02/19/2020 at 11:50

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That  pothole technique is hysterical!

Jake Margle > Rusty Vandura - www.tinyurl.com/keepoppo 02/19/2020 at 11:51

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Super frustrating to find out what parts you should keep OE and which ones you can skimp on. Thankfully the manufacturer community around these is pretty strong. Best of luck!

Jake Margle > Jesus Arias 02/19/2020 at 11:52

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Yeah that seems to be the case with these as well. Just because they’re “built like tanks” doesn’t mean you can maintain them as such.

Chris Landry > Jake Margle 02/19/2020 at 11:53

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Pop the absolute fuck off yes King

Jake Margle > SBA Thanks You For All The Fish 02/19/2020 at 11:53

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Yep! Cap stays put. Just a little movement. The turbo 300's aren’t really any more complicated, and the extra power is welcome. When it comes time for a rebuild on the compressor though... get ready.

Snuze: Needs another Swede > Jake Margle 02/19/2020 at 12:02

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Eventually the car would barely run, and my buddy’s dad took it over and used it as a parts car for his W123 turbodiesel.  My friend bought a 1974 Caprice Convertible to replace it.  What a boat!

Rusty Vandura - www.tinyurl.com/keepoppo > Jake Margle 02/19/2020 at 12:08

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Mounts are a definite OE.

Jesus Arias > Snuze: Needs another Swede 02/19/2020 at 12:13

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Before I fixed the turn signal in car if I hit a pothole it would disconnect. Seeing as your friend’s car’s electronic connected is hilarious.

promoted by the color red > Jake Margle 02/19/2020 at 12:23

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I take it you’ve decided to bequeath your entire estate and future income to FCP Euro?

Jim Spanfeller > Jake Margle 02/19/2020 at 12:37

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What I’ve been finding with my adventures in trying to daily a ‘66 Thunderbird is that classic cars are surprisingly reliable by design (especially if you drive them frequently and don’t let them sit) , but that doesn’t change the fact that they’re freaking old. It’s not so much the design of classic cars that makes them a pain, it’s simply the fact that when cars start getting to be 40-50+ years old, things wear out. Rubber dries out and cracks. T hings loosen up. Rust happens. With work, the se things can be remedied, but it’s still old and things are gonna break. Honestly, its worth it, though. Every trip is an adventure in an old car, and there’s just so much personality in them that the time and effort required to fix them up is well worth it. I think everyone should own a classic car at some point in their lives. I know I plan to keep dailying mine for as long as possible.

Jake Margle > promoted by the color red 02/19/2020 at 12:42

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I’ve set up an offshore account that diverts funds directly to FCP every four and a half days. Figured that’s about the pace that things seem to be breaking.

Jake Margle > Jim Spanfeller 02/19/2020 at 12:44

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For sure! It’s amazing how long things will keep running despite dried out seals and gaskets too. Replacing them is all part of the fun.

promoted by the color red > Jake Margle 02/19/2020 at 12:50

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I’m in a similar place -   four or five more $100 orders and I should have every thing I need to get my Volvo 240 Turbo mechanically sound.

That’s also what I told myself six months ago, but here we are...

fintail > Jake Margle 02/19/2020 at 12:52

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No (apparent) dash cracks anyway, which is something, although seems to most haunt blue interiors.

There’s a saying, something along the lines of the cheapest Mercedes is the most expensive. Unless you want a project, buy the best you can afford, even if it means stretching a budget. These are great cars once sorted, but many have neglectful owners for the past 25 years. Looks like you are in it for the fun, which is the way to be.

I have a MB 20 years older than this. Kind of like Mr. Burns, it has a million little issues, but they all seem to keep each other in check, and the car remains roadworthy (latest issue: no turn signals - can’t figure it out but I have a suspicion). I love the car.

Jake Margle > promoted by the color red 02/19/2020 at 13:40

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A thrilling, expensive game we play

functionoverfashion > Jake Margle 02/19/2020 at 14:38

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I’ve driven one of these, and sure it was slow but it basically defines classy . Great choice, keep it up and it’ll keep running, it sure as shit won’t depreciate. 

Jake Margle > functionoverfashion 02/19/2020 at 15:17

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the lack of depreciation should be my safety net 

MiniGTI - now with XJ6 > Jake Margle 02/19/2020 at 15:50

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I’ve had similar experience with my 85 Jaguar. I’ve had it over 2 years and done over 10k  miles in it. I had to pay a bunch to get the transmission looked at and the worst of the rust fixed. And just A tiny bit of engine work.

Otherwise except for belts, hoses and brakes it’s been pretty darn reliable. The oil leaks aren’t even that bad.

It’s not real quick but I suspect that the venerable 4.2 6 cyl puts down as much or more power as massive American V8s of the time. I bet it’s faster than anything Cadillac made in the mid 80s.

I absolutely love driving it and working on it.

B_dol > Jake Margle 02/19/2020 at 16:04

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Thanks for the enjoying read! I too feel like I need a “real” project to force the DIY skills in me to grow.

That being said I have two cars in the driveway that already need quarterly orders from FCP Euro, perhaps it is only a waiting game. 

Jake Margle > B_dol 02/19/2020 at 16:16

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This car has had me wrenching in the street the past three weekends and I don’t regret a second. Only one way to learn!

Nibby > Jake Margle 02/19/2020 at 20:03

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wow this is dope! good luck on restoring this beauty

thatsmr > Jake Margle 02/19/2020 at 23:35

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Love the article. I had a 72 alfa GTV $1200 rustbucket. A few fixes to run, a few fixes to brakes/bearings..boom. Starts. Runs. Drives. Stops. And is cool! 123 Benz is classic, and you can enjoy as you see fit! 

sdwarf36 > Jake Margle 02/20/2020 at 07:32

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As a mechanic all my life, I’ve seen all kinds of different cars that vary in how much a pain in the ass to work on. I got out of my 400k diesel Jetta and into a 97 diesel Benz. My god-what a common sense car as far as what it takes to do repairs! (Yea you have a screwy vacuum system with k nown weaknesses) You’ll figure it all out-and as long as the rust monster doesnt eat the car before then, you got something increasing in value as long as you own it-even if you keep using it. Now if you put my OM606 motor in there, you’ll have a non-rattling modern diesel car!

Jake Margle > sdwarf36 02/20/2020 at 10:57

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The prospects of an engine swap are quite alluring

Jake Margle > thatsmr 02/20/2020 at 10:57

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Well with something as uber-cool as a GTV who cares how rusty it is

Johnny in Tampa > Jake Margle 02/20/2020 at 22:45

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1my 985 300D. “Dieter”. 237k..i fucking love it.

Work in progress. AC works..a little. Sorted a bunch of stuff with salvaged parts and some new things. Resprayed exterior with BMW paint. Respected mb-tex. Looks great. Car was completely fucked when I bought it. Long story.

Good luck with your ride. 

thatsmr > Jake Margle 02/21/2020 at 00:05

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Sad thing is i had from 95 til 01 when somebody hit front. Sold still running and driving for 450. Nowadays this car is worth 10 grand :(