BUYER’S GUIDE

Mercedes-Benz E-Class (W124) Review

The W124’s combination of sleek looks, modern engineering and superb build quality make it a deserving up and coming classic…

What Is It?

The combination of traditional Mercedes engineering clothed in Bruno Sacco’s modernist ‘80s styling makes the W124 E-Class – and the 190 it was developed alongside – among this historic brand’s more significant cars.

Under the sleek and surprisingly aerodynamic bodywork the W124 was built to an incredibly high standard and quietly influential through its adoption of features like multi-link rear suspension, electronic safety systems like ABS and traction control and perhaps the coolest windscreen wiper ever seen on a mainstream production car.

With engines ranging from tough but slow four-cylinder petrols and diesels to smooth-running straight-sixes and even hulking V8s and the option of saloon, estate, coupe or cabriolet bodies the W124 offers a huge range of options, all underpinned by shared ‘they don’t build them like they used to’ quality. A true modern classic!

Corrosive Areas

Front wings

Jacking points

Rear subframe mounts

Checklist

124-series launched late 1984 as W124 four-door saloon; S124 Estate followed in 1985 with C124 Coupe in 1987 and A124 Cabriolet in 1991 – all widely referred to by the catch-all W124 designation in general conversation
E-Class name not officially adopted until a 1993 facelift and new, brand-wide naming convention starting with the class letter followed by a number denoting engine size
Original engine line-up comprised 200 D, 250 D and 300 D diesels and carb-fed 200, 200 E, 260 E and 300 E petrols, the latter later introducing a four-valve head branded as 300-24 while 300 D gained a turbodiesel version
4Matic all-wheel drive available in some markets from 1985 onwards
After a small update in 1989 a wide-ranging facelift in 1993 introduced a new generation of engines, revised looks with smaller grille, body-coloured bumpers and clear indicators and aforementioned rebadging
Post-1993 engines changed to a new generation of four-valve four- and six-cylinder designs
Manual gearboxes available but rare; four-speed automatic most common and bombproof; later cars had option of five-speed automatic with improved performance and refinement but considered less durable
Earlier engines considered simple and tough when looked after properly; check for excessive oil leaks on heads, especially on six-cylinder cars and 24-valve versions
Post 1993 engines smoother and more powerful and again tough when properly serviced, though wiring looms can fail
Multi-link rear suspension gives excellent ride quality and handling but can be expensive to refresh if bushes have worn
Simple interior built to very high quality but check everything works as it should, especially power windows, sunroofs and air conditioning
Rust now an issue on all models but often worse on post-1993 cars due to switch to water-based paint
Obvious rust on front wings common and a signal to check inner wings for filler and further corrosion; front crossmembers, jacking points and rear subframe mounts also common areas where rot can take hold, while body rust can be hidden behind plastic cladding
Coupes and Cabriolets have pillarless side windows – make sure they all work smoothly
Cabriolet roof is sturdy but complicated and expensive to fix
V8-engined AMG ‘Hammers’ rare and very desirable, though use specialist and bespoke parts so can be difficult to restore or keep running
AMG also built a six-cylinder E36 in all body styles; again rare and collectable among fans commanding big prices
Later in-house 500 E/E500 built with Porsche and offers similarly understated performance but wider availability while 6.0-litre E60 AMG version seriously fast and desirable – split the difference with the run-out edition E500 Limited!
All 500 models left-hand drive; shares many parts with R129 SL; wiring looms can fail and expensive to fix
Lesser known E420 V8 a leftfield choice and built in greater numbers than E500; rarely found in the UK

How does it drive?

While the 5 Series was always the keen driver’s choice, beneath the W124’s conservative looks lurks a surprisingly satisfying driver’s car. True, the focus was always about comfort and refinement and the trad recirculating ball steering is a little slow but the multi-link suspension was leagues ahead of anything else of its era and even the most basic version is a satisfying drive.

Six-cylinder engines have a bit more go and suit the coupes and cabriolets especially, though the emphasis remains towards refinement and comfort. Earlier AMG V8s – known as Hammers – are rather more raw while the 326PS (240kW) Porsche-assembled 500 E/E500 combined looks that could pass for a W124 saloon with performance to trouble serious sportscars.

If less dynamic in its performance than the contemporary M5 these V8-models have fantastic Autobahn blasting pace and satisfyingly ‘if you know, you know’ looks, along with that Porsche-built provenance.

What’s good?

If you appreciate quality engineering the W124 was built like few other cars of its era, or indeed anything Mercedes has offered since. True, the march of time has seen rust and other old car issues take hold and you need to buy with caution but a properly looked after example will keep running and running, with many racking up astronomical mileages without too much trouble.

For a 40-year-old design the refinement, comfort and driving manners still stand scrutiny to this day, and whichever engine you go for it’s a lovely way to rack up the miles. The saloon is the classic shape but estates are somehow cooler and more desirable as a result, especially in the desirable trims.

Coupes and Convertibles offer a slightly different twist on the same themes but, in all cases, Sacco’s neatly minimalist styling has an ageless quality that still looks good to this day.

What’s bad?

Toughness has been a double-edged sword, the ability to keep trucking even when not properly cared for seeing many getting by on minimal maintenance. Many of these cars have either fallen by the way side or moved on to new lives in the developing world, leaving those that survive increasingly prized and expensive as buyers chase the more desirable models like six-cylinder Coupes and Cabriolets, well-specced estates or any of the above with the ‘correct’ options.

Expensive engineering can require expensive upkeep if you’re doing it properly as well, and bringing a W124 back from the brink can prove costly. Doubly so if it’s a desirable Cabriolet with the added complexity of its folding roof and pillarless windows.

Which model to choose?

Saloons will be the most affordable to buy but upkeep will be the same for all and we’d be tempted towards the more practical and (arguably) more stylish estate version. Don’t overlook four-cylinder cars if you can get by with the modest performance, a four-cylinder estate a delightful way to potter around and a lovely family-friendly modern classic.

Coupes offer more style while Cabriolets have a firm following, especially for the later E320 version but you’ll need deep pockets to score a good one. For pure ‘80s excess the original AMG Hammers are super cool but very rare and expensive to buy, with parts difficult to find. If you want a V8 W124 to enjoy the 500 E/E500 is probably the slightly safer bet for its in-house provenance and availability given more than 10,000 were eventually sold. This assuming left-hand drive isn’t a deal breaker.

If it had to be one, though, a post-facelift E320 estate with the desirable Sportline trim and optional five-speed auto would be our pick.

Specifications – Mercedes-Benz E320 Estate (1993 onwards)

Engine

3.2-litre six-cylinder, petrol

Power

220PS (162kW) @ 5,500rpm

Torque

310Nm (228lb ft) @ 3,750rpm

Transmission

Five-speed automatic (optional), rear-wheel drive

Kerb weight

1,590kg

0-62mph

8.2sec

Top speed

220kph

Production dates

1984-1997 (all models, including Coupe and Cabriolet)