280 v 450

[marku]

Was the 280 that much more popular than the 450? Without wishing to upset 280 owners I always thought that it would be a bit under powered. Looked everywhere for a replacement exhaust for the 450SE and could not find one any where other than having it custom made so it is on back order with Mercedes. If I had a 280 there would have been no problem there were plenty available commercially.

[rumb]

Before 2007, car tax was calculated according to the engine type (Gas or Diesel), the engine displacement and the emission class (Euro 6 is better than Euro 1). Later they added carbon footprijnt. A car which produces more CO2, costs more tax.

the 280 is a sprightly engine and fun to drive.

I think the extra tax was a big decision maker in germany.

[rumb]

the US has the "gas guzzler tax"


https://nepis.epa.gov/Exe/ZyPDF.cgi/P100OA3I.PDF?Dockey=P100OA3I.PDF

[ptashek]

The 280S/SE/SEL variants accounted for well over 2/3 of the entire production run, somewhere around 280k cars.
You need to remember, that the W116 was brought to market just in time for the 1973 oil crisis. That must have had a huge impact on people's preferences.
That, and it was much cheaper too - ~6k DEM less than the cheapest V8, and a whopping 40k+ than the cheapest 6.9 in later years.

[s class]

I have a euro spec 280SE 1980 that I used as a daily driver from 1997 to about 2010, covering 350 000km in that time.  Its was always well sorted, and well tuned.  During the first part of that period, I lived in Durban at coastal altitude, and performance was more than adequate.  Since 2000 I've been based near Johannesburg at approx 1600m altitude, and performance would best be described as 'only just good enough'.  From about 2012 to 2015 I used my 1974 350SE as a daily, again at 1600m altitude, and found it to be a bit more adequate than the 280 had been.

That said, I am just starting on a full mechanical and cosmetic rebuild of the 280, with the intent of returning it to daily driver duty. 

[robertd]

interesting observations Ryan

Did you adjust the timing or fuel mix for the higher altitude?

[s class]

Robert, I guess you could say so, during the 350 000km I did with the 280, I went through several sets of injectors, caps, rotors, ignition leads.  I set valve clearances about every 20 000, and typically set timing and CO levels at those intervals as well. 

I basically stuck to setting the ignition timing at the factory recommendations.  At 255 000km we rebuilt the engine, grinding the head and block face that resulted in a raised compresson ratio, and excellent running characteristics, but no elbow room for error on fuelling and ignition before it tended to ping. 

[Randys01]

The 280 SE in D jetronic form and 4 spd slush box is a pleasantly surprising performer.  The later K jetronic and SEL variant is less perkier. I reckon a D jetronic 350 se with 4 speed would be a good little mover but pretty rare in these parts. Closest would be an early R107 350sl DJet mitt 4 speed which I have been in and could be described as "quite adequate" .  The early 350 is quite a little revver.
Most 450sel W116 I have been in are later Aus spec ADR 27 victims with KJ and 3 speed. The extra litre was soaked up before it ever  got to the tail shaft. !

[ptashek]

Does the M110 make a good candidate for turbo / supercharging, while we're at the subject of "just about good enough" performance?

[adamb]

D-Jet 280SE was a corker. One reason it felt so perky was the immediate 12 degree ignition advance you got on touching the accelerator pedals. Those 185/70R14 tyres were smokin'!

I recall there were turbo charging conversions using the low compression M110. But that was a while ago.