Looked under the hood: A Mercedes-Benz 200

Mercedes-Benz 200
ER Classics Desktop 2022

A Mercedes-Benz 200

A look under the hood of a neat or good looking classic can be traumatizing. It all works out very well with this Mercedes-Benz. But 40+ (or let it be 25) years of subcutaneous greasiness, dust and iron worm bugs can look so daunting that a potential buyer leaves the property crying to get himself a brand new Dacia. The market has responded to this. There are specialists who do, in good New Dutch, 'engine bay detailing'.

The engine compartment of this Mercedes-Benz 200 has had such a cleaning and makeup turn. And that has brought the engine compartment completely in line with the convincingly beautiful exterior. The 'detail' of an engine room is not to be confused with an offensive with a high-pressure cleaner.


It is a specialist job that requires a lot of historical and product knowledge plus patience. With this Mercedes, that promotion is very nicely executed. The case is highly intensively cleaned, where necessary cosmetically refreshed, with new, correct damping material and the appropriate tectylation in the right places. . In the meantime, the engine compartment has retained its authentic appearance, but it just looks spotless and well cared for.

A clean engine compartment is not only a feast for the eyes, but also a perfect indicator of the condition of the power source and its environment. Moreover, in such a tidy setting, there are no moisture-retaining residues of dirt, greasiness, leaves and / or decayed insulation material, so no food for ironworms. In the case of this Mercedes-Benz, the fact that the four-cylinder engine and its fittings are so spotlessly clean also ensures that the viewer is confronted with the intrinsic build quality of Mercedes from the time that these cars were simply calculated on the basis of actual costs. Mercedes-Benz simply wanted to make the best cars in the world. Whatever the cost. And on top of that cost price, the desired margin was simply set. And whether the customers took it? They eat the. The times have since changed. Now the bookkeepers and marketers are at the helm.

The technique

At the time, these Mercedes-Benz 200 engines were indestructible. Only the (easy to replace) chain tensioners are a point of attention. The two-part cross connection under the radiator is rust sensitive. The screens at the height of the headlights are also rust sensitive.
The key friendliness: It is top. The power source is simple and well thought out. And very solid indeed.
The parts provision: For a car of this age it is good. The range is usually in the hands of specialists, but unexpected fairs can sometimes be found at fairs.

engine: four-cylinder in-line engine, five-time crankshaft (from 1965), cylinder capacity 1.988 cc. Bore x stroke: 87 x 83,6 mm, compression: 9: 1, carburation: Solex 38PDSJ power 104 hp (with 1.275 kg, so don't expect miracles).

New price in 1966: 13.750 GULDEN. Current price idea for a nice and good copy: up to around 10.000 EURO.

The clubs
the Mercedes-Benz Club the Netherlands, the Mercedes-Benz Automobiel Club, the.mbklassiekerclub, The "Oude Benz Club"
The leaf: AutoMotorKlassiek

I found the photo model at Venema Classic Cars

One Comment

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  1. They are certainly beautiful and they also run great, even more modern than you would expect, but key-friendly? Try setting the valves. Or replace the starter motor.

    The starter motor is so poorly accessible that a motor support must be released, that the block has to be tilted a bit with a jack and that it is hours of fidgeting in too small a space.

    And the valves may seem easily accessible, but they are self-locking, so you have to put more than 100 nm on a bolt that you can only reach with a very special original socket wrench. If there is minimal play or wear or if you are not super careful for a moment, then you have to demolish a valve bolt and the block must be dismantled to replace it. If they had just had a separate lock, it would be simple, but Mercedes-Benz has always held on to self-locking bolts, until valves became self-adjusting. Which, by the way, they also came along quite late.

    Even the oil drain bolt is so poorly accessible that you can easily turn it to pieces, because it is located diagonally behind the oil pan. As a result, there is so much demand for new sumps that they can be found cheaply and easily aftermarket. You better have 1 in stock before you replace the oil.

    The only advantage with tinkering is that you can find new parts of good quality for little money, because there are still a lot of them and parts kept fitting for years.

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