Date: Sat, 15 Jun 2013 03:10:29 -0500
Reply-To: Tom Hargrave <thargrav@HIWAAY.NET>
Sender: Vanagon Mailing List <vanagon@gerry.vanagon.com>
From: Tom Hargrave <thargrav@HIWAAY.NET>
Subject: Re: Why I love Mercedes Benz but would never own one of their cars
In-Reply-To: <CAN5Ep7SuGi0GbRwdWHWVYQo_-dm1gHJUxiebhtk9YUsmOm+Kwg@mail.gmail.com>
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It's still Friday somewhere, right?
The 124 body is a great car - I've owned two and I am about to get another
one from my oldest Son.
Thanks, Tom Hargrave
www.kegkits.com
www.stir-plate.com
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-----Original Message-----
From: Vanagon Mailing List [mailto:vanagon@GERRY.VANAGON.COM] On Behalf Of
Zeitgeist
Sent: Saturday, June 15, 2013 12:02 AM
To: vanagon@GERRY.VANAGON.COM
Subject: Re: Why I love Mercedes Benz but would never own one of their cars
I've owned a diverse number of both VWs, BMWs, Audis and MBs, and now that
I'm firmly ensconced in my middle years, I've settled on the two chassis
with which I intend to ride out into the enthusiast's sunset; the T3 and
124. Perhaps it's a case of arrested development or just dumb block-headed
obstinance, but those two resonate with me in a manner that no other cars in
the past or present can seem to muster. They're both highly adaptable,
mostly modern and can fairly easily absorb newer technology from their
respective marque's parts bins, so they can maintain contemporary
relevance...or not. I'm generally embarrassed of MB's offerings after the
124, so I don't follow them too closely, except perhaps to borrow some of
the tech. In my shop I have a 124 wagon with late model big brakes,
suspension bits and diesel engine with a phased target output of over 450hp.
I'm happy to steal their tech, but the newer packaging and design just
leaves me flat. I pretty much feel the same way about newer VWs. I'm happy
to steal their TDI tech and brakes, but that's about it. At this point, I
figure the factories leave me no option except to DIY build my own cars
based upon old chassis and a hodge-podge of newer tech to suit my own needs
and interests, since they're not willing to offer something worthy
themselves. Come to think of it, both T3s and 124s were and still are used
as taxis. Long live the classy taxis
On Fri, Jun 14, 2013 at 8:00 PM, Kent Christensen
<lkchris@osogrande.com>wrote:
> Re: While MB is marketed as a "luxury" car here in NA, it built its
> reputation upon solid engineering and reliable transport for folks at
> a variety of different economic strata. My daily driver is really
> nothing more than a tarted up taxi cab ('90 300D). That taxi lineage
> is precisely why I love the 124 models, 'cause they're a wonderful
> combination of comfort, handling and robust engineering...but luxury,
> not so much. Classy is a more accurate term (Casey)
>
>
> It is indeed pretty much "rambling" to talk about 1980s Mercedes, as
> today's Mercedes are nothing like them and are orders of magnitude
> better cars.
> It's apples/oranges. The 1986-1994 W124 (E-class) is indeed fondly
> remembered, and its chief significance is that it's the final E-class
> designed before the advent of Lexus, an event--along with the
> emergence of Jose Ignacio Lopez-- that set the high-end automobile
industry on its ear.
>
> As anyone who has compared a final-version VW Beetle to a
> 1st-generation Golf (Rabbit) has seen, Germans were quite comfortable
> building their cars "heavy," and when pressure came to build them
economically, problems arose.
> Mercedes' (and BMW's) problems came in the late 1990s/early 2000s
> thanks I think to pressures attributable to Lexus and Lopez and
> Bosch's inability to adapt as well, but the German industry has made a
> fantastic comeback and continues its world leadership.
>
> The today most hilarious aspect of 1980s and early 1990s Mercedes is
> the diesel engines, which compared to today's diesel technology are
> indeed laughable. I'd recommend to anyone to look into a 2007-2009
> E-class (W211) diesel (OM642), which will be called in the USA E320
> Bluetec and which you can find used for $20K. I'd be willing to wager
> that this will be the highest-performance car most have ever
experienced--they are rocketships.
> These cars make 400 ft-lbs torque and over one horsepower per cubic
> inch and among other things feature piezoelectric fuel injectors that
> fire five times per power stroke (and cost at least $1K each) and a
> turbocharger with electrically controlled variable pitch blades. This
> in a vehicle that will return 30-35 mpg ... or in my 5000+ pound GL 26
> highway. This an aluminum, 72-degree V6 ... the 4-cylinder diesel
> currently used in Europe's E-class taxis makes that car a faster car
> than the 1970s 6.9 S-class. You know, James Hunt's car.
>
> It's a different era for sure, and Mercedes and BMW are in a
> technology race (with Lexus not participating all that much) and words
> like "robust" are quaint remembrances from the past. As noted, you'd
> love the car cited, but you will get to pay maybe before 50K miles
> $1500-2000 to fix the electronic part that adjusts intake manifold
> runner length that gets ruined by the turbo oil seal leak. Yes,
> "robust" is now a historical term and of little actual current
> significance, as sales of these cars continue to be record setting in
> any event. It's for sure "rambling" to talk of "robust" in 2013.
>
> Kent Christensen
> Albuquerque
> '81 Vanagon (and '07 Mercedes GL320 CDI and 3 BMW motorcycles)
>
--
Casey
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