Mercedes W124 CE Coupe - Last of the real Mercedes?

Mercedes reputation for longevity is legendary. Unfortunately their more recent cars haven't lived up to that reputation, although they have improved from the low that was the W210 E Class.

The W124 class is widely recognised as the "last of the real Mercedes" (although it could be argued that in fact it was the W201 190E series), that is from the days when the engineering teams ruled the roost, not the accountants.

Given the numbers still around on the road today then it can be accepted that this reputation is probably justified. However that longevity brings opportunity.

The rules of supply and demand mean that with few buyers interested in buying older cars, even those with the famous three pointed star on the bonnet and plenty still around prices remain relatively low.

Although acknowledged as an excellent starter classic, or even a daily driver that's something different their prices remain anchored in four figures. The four cylinder 230 and 220 models are generally cheaper but even the 300 and 320 models can often be found for around £2000.

In fact the cheapest we found with a quick internet search was a 300CE 24V at Old Colonel Cars at £1,795. OK, it's a bit leggy at 153,000 but these cars are reknowned for high mileages, and it's the more desirable sportline model. It also has a virtually fresh MOT.

At the other end of the spectrum, Mercedes specialist Avantgarde had this 320CE for £7,995. It's no doubt nicer but it does prove the variability of pricing for these models.

These cars often attracted a better class of owner and with regular maintenance problems are few. Rust can start to appear around the front and rear arches over time but other than that the main issue is wiring on the 6 cylinder models where the loom runs over the engine.

The 6 cylinder models are the ones to go for, but in reality they are for wafting and not hustling so the four cylinder models can be just as attractive, provide a relaxing drive, less mechanical risk and a healthy saving on the purchase price in many cases.

A lovely example of how well made these cars where is in the accessories switch panel. Look at the image to the left and you'll notice that the wooden (zebrano for me please, though most prefer the optional walnut) section where the switches are mounted has no blanks, each car had an mounting panel to match it's configuration.

When people say "they don't make them like they used to", chances are it's the W124 they are talking about!

Timewarp Ford Escort Mk2 1.6 Ghia

It's been a while, in fact far, far too long since we've posted anything up. So it's time to do something about it! It's not New Year but time for a new resolution to post more cars, but with a little less information than before so that we stick to it.

This is what inspired us to get back into gear.

OK. It's not an RS2000, it's not even a Mexico. But it is what I drove back in 1986, when I was a mere 18 year old. Even though insurance for teenagers was far more affordable back then, anything with an RS badge on it was beyond affordable unless you were earning big money (and stacking shelves in the local supermarket was not big money, merely petrol and beer money). Plenty of telephone research (no confused.com, internet or even mobile phones back then) revealed that the legendary Ford 1.6 litre "Kent" engine as fitted to the MK1 Mexico was insurable when fitted to the Mk2 1.6 Ghia as it came in at mere Group 4. Supposedly the "Sport" model was also considered Group 4 by some insurers but not by those willing to insure a spotty school boy with one years N.C.B.

SCA153V might not have been the Mk1 Mexico I really wanted but it was an Escort and, thanks to a twin venturi Webber carburettor and 4 branch exhaust manifold, made a whopping 86 BHP. Being  rear wheel drive and pretty light weight, care was needed on roundabouts. The, now coveted, driftability of the Escort was in truth a hindrance to a fairly novice driver.

The good news was that all the Ghia models were made in Germany at the Saarlouis plant and seemed to be receive far better rust-proofing than the Halewood produced Sport, GL and L models. The only rusty panel on mine was a front wing which had been replaced after an accident at sometime. This was replaced during my ownership, as were the strut tops, which gave me my first experience of spraying and paint matching.

The one downside to the Ghia model was the interior. Resplendent in brown velour and with a lovely slab of (what I think might have been genuine) wood where lower models made do with  plastic, it was a think of beauty, as long as you were over 50 years of age. In truth I didn't really care - it was comfortable, had a radio/cassette player and that engine and rear wheel drive made up for everything else!

So what about this one then? With only 2 owners and 73,594 miles under it's belt it's in pretty much showroom condition. Ziebarted from new, it's had two new front wings in the recent past but is reportedly a show winning car.  Unfortunately we can't tell you the price because it's sold but full details otherwise can be found here - Ford Escort Mk2 Ghia from KGF Classic Cars

What we do know is that prices of these are rising fast now that RS Models are typically over £10,000 for any reasonable examples. And thanks to their extra build quality, Ghia models seem to be relatively plentiful compared to other non RS models. For some unknown reason many of the Ghia Models sold were gold. Mine was, and looked identical to the one pictured on the left, other than having a tobacco rather than black vinyl roof.  Happy Days!