Marque: Mercedes - Company History & Models - Cars By Brand

PAST: Sleek coupe, with attractive ‘pillarless’ styling that’s practical and comparatively scarce, yet still affordable for a classic Mercedes. Increasingly appreciated for its design and a good one is bound to appreciate further down the years. Solid if not exciting performers even in fuel injected form that surfaced in 1968. Range lasted for a decade and has since aged well.

PRESENT: As we said, hardly an exciting driver’s car but no worse than many other cars of that era plus it’s a Mercedes that will cruise over the ton all day in top security and comfort. Soft riding so handling is fairly ponderous but these were never GTs.

FUTURE: If you want a two-door instead of the four-door saloon then fine but the latter are better value and more versatile. That said prices of the CEs are steadily moving away from saloons so the market is there.

PAST: A sort of affordable ‘300’ and much cheaper to run too care of mildly tuned 190 four-cylinder engine with twin carbs and sportier floor change gearbox. Servo brakes from ‘56 along with RHD cars and a factory hardtop. Replaced by Pagoda range in 1963.

PRESENT: Classical looking 300 clone that’s as affordable as a 190. Not exactly speedy but as you’d expect a good cruiser while less taxed suspension is far easier to handle. As always the SL is beautifully built and looks super classy – much less flash and brash than some of the more modern Merc SLs!

FUTURE: These cars are already blue chip classics and prices at the top end reflect this. Rust can be a worry and restorations can be 300SL dear to the superstructure but the oily bits are everlasting and spares and support pose few worries either.

PAST: Large, luxurious and extremely rare cars, especially the exclusive 300S coupes and roadsters. Early 300 versions featured twin Solex carburettors but rare 300S used triple jugs. Servo brakes for ‘54 with auto option a year later along with needed rear suspension revise. 300D doesn’t mean diesel but limo with power steering for ‘58. Although a manual (column)change ‘box was listed all UK cars were autos. 300S uses shorter platform, 150bhp engine or 175bhp and it’s dry-sumped for the 300SC!

PRESENT: Fine old stately ’six light’ Merc saloon offering excellent performance for 1950s, especially, and fuel-injected examples (1956 on). Cabriolets are rare four-door drop heads with 300 roadster pretty sensational for its day.

FUTURE: Rarity means they will always command high prices while legendary build and craftsmanship means restos may not be too horrendous but always costly.

PAST: Developed from Le Mans winning racer and launched at the New York Motor Show in 1954, the extremely rapid 300SL Gullwing was a true supercar of its time; just 1400 built so has been a blue chip classics for decades. Replaced in 1956 by 300SL Roadster, with lower sills, and revised (lower pivot) rear suspension to tame tricky handling. This model was ultimately a little slower, but much easier to drive and to live with. From March 1961 discs thankfully replaced drum brakes on Roadster.

PRESENT: A fantastic car – even if highly skilled hands are required to cope with the wicked handling imparted by a swing-axle rear suspension design that makes a 911 seem positively docile!

FUTURE: Lovely cars: exclusive and MEGA expensive today – if you can find one for sale. Restos are cripplingly costly and complex so beware.

PAST: Launched in 1971 to replace old S Class-based sportsters and much more agreeable for the vast majority of users. Similar mechanics to the saloons – most were the high-powered versions although there’s a massive range to choose from. Range ran for more than a decade.

PRESENT: Quietly spoken, sophisticated, good looking tourers, that provide performance and prestige a plenty; few cars offer so much Merc metal for your money. They boast all the poise and pace of the magnificent S Class but in a smaller more stylish package.

FUTURE: Classic status is assured but get in there quick while values remain unnoticed. Sadly too many have been tarted up and blinged; originality will count for future desirability. Like the S-Class they are cheap to buy but equally S Class-dear to service or repair let alone restore, which is pretty hard to justify given their current values.

PAST: Modern square cut replacement for unbreakable predecessor and just as robust. Major improvements an advanced include safety cage superstructure, dual circuit disc brakes and floor change over column wand. 230 (identified by a stacked headlamp design that lasted decades) boasts optional hydropneumatic rear suspension.

PRESENT: One of the great saloons and estate of the 1960s and they still make fine daily drivers today. Sturdy and secure, performance is good and even the diesel can keep at an all day 80mph. Much roomier than old saloon and the estates are excellent – the trouble is finding one. Two-door cars are supremely cultured and rare.

FUTURE: Still great value for money, and parts still available form main dealers if you don’t mind paying top dollar. Restoration costs are big and with values moderate buy the best you can from the outset.

PAST: First real all modern Mercedes-Benz featuring unitary construction, and overhead camshaft engines (although a side valve diesel remained). Much improved rear suspension in ‘56, OHC engines a year later with similar diesel for ‘61. Rare Hydrak automatic clutch for ‘58 is best to avoid due to parts availability - or lack of to be precise.

PRESENT: Arguably the car which set the tone for all other Mercedes, these well-engineered, classy mid-range saloons (also extremely rare coupes and cabriolets) were way ahead of their time; six-pot cars can easily cope with modern motoring. Diesel versions are pretty tardy, but gutsy and relatively frugal.

FUTURE: Not expensive for what they represent and a better choice than many mainstream alternatives. Bodywork can suffer from corrosion damage; careful checks are needed when buying although parts supply isn’t bad at all.

PAST: Launched in 1971 to replace the wonderful Pagoda, the W107 has even eclipsed that classic for desirability and durability. Based on a 97ins platform and now with S Class suspension it was right from the word go. Twin Cam 280SLC (‘74-’82) not for UK but a 280 SL surfaced in the 1980s. 230s came in 1977, same year as big V8 450s (no manual option) that was later badged the 500 when revamped in 1980. The W and R 107’s design lasted up until 1989!

PRESENT: This range is dripping with future classic status thanks to its style, performance, durability and usability and prices are reflecting this. Six pots are fast but reasonable to run and all cruise fabulously while handling is equally adept although a tad soft.

FUTURE: The fact dedicated specialists are sprouting up tells you everything and prices are on the move so buy now – but beware as most of the cheapies on sale are rubbish.

PAST: Faithful 70s replacement for the W114 with a more modern look and a roomier 110in wheelbase that again drew from S Class experience and a good deal of DNA. The 250 uses single cam engine while diesels now have benefit of a turbo for added guts. For the 1980s, all new 2.0 and 2.3-litre petrol units arrived.

PRESENT: Strong and dependable cars if unexciting and ponderous. Styling very similar to that of contemporary larger S Class and has that same hewn from solid feel too. Not fast or sporting but a good choice as a daily driver, especially the yeoman-like estates (T stands for Transporter, not turbocharged by the way!).

FUTURE: Hardly the stuff dreams are made of but careful buying can bring home a bargain; prices are generally affordable all round and this Merc is easy and cheap to own if you use a good specialist.