The Long Way Euround – The Cars

On our 3,900km road trip, we had 10 cars participate.   None of the 10 required a lorry to return home.   However, pushing these cars hard over such a distance is going to result in a few minor mechanical issues.  On the whole the cars did incredibly well, considering we drove them as they were designed to be used when new.

A few of the cars have previously completed these trips and others made their debut.  They are listed below in order of age.

1971 280S manual (W108)

This was the second trip for this lovely 280S.   Between last year and this year, It has a lot of mechanical work.   The carburetors were fully rebuilt, wheel bearings changed and many other mechanical improvements that had the car running better than ever.

As the oldest car on our trip, It suffered no mechanical issues to speak of, showing that a car of this age is perfectly capable of such a run.   These are not the most fuel efficient cars, and over the trip the 280S managed similar fuel economy to the V8s.

Driving a W108 over such a distance is no problem for the car, but it is more tiring for the owner than some of the cars from the 70s and 80s.

1972 280SE 3.5 (W108)

Last year we had two 280SE 3.5’s on our trip.   This car was supposed to make it a 3rd.  However, the mechanical work to prepare it for the trip was not completed in time.    This is a very low mileage car, that had seen extremely limited use prior to last year.

The extra year to prepare the car really paid off, and the 280SE 3.5 completed the trip with no issues.   It is an extremely original car, and the five digit odometer reset back to zero for the first time, signifying passing 100,000 miles (161,000km).   The 280SE 3.5 was quite thirsty and it was normally tied with the 500SL when it came to needing a drink first.

1977 450SLC (C107)

I took my 450SLC this year.  It is the second one of these trips I’ve done in the 450SLC, also driving it on the Adelaide trip back in 2022.   I wasn’t originally planning to take the 450SLC, but circumstances forced a change and despite a few issues, the car did well.

I found the Nardi steering wheel and Becker Mexico Cassette (with hidden Bluetooth box) really valuable upgrades.   The upgraded A/C condenser was also really good for the first few days of the trip, but the gas leaked out by end of day 3.  Luckily the weather was cool for the remaining days.

The first issue I had was losing both rear exhaust hangers.  This was fixed with hose clamps, which are unlikely to break.   After the very fast twisty driving on day three, I thought I had a failed wheel bearing, and considered leaving the car in Melbourne.   However, the noise came and went, and over time it became clear it probably wasn’t a wheel bearing, but likely some part of the handbrake mechanism touching the ends of a lug bolt.

Fuel economy is not a strong suit for 450SLCs, and mine was no exception.   While I got one tank down to 13.1l/100km, most were more like 15.   I also used about four liters of oil.   Replacing the vale stem seals cured the fouling of #1 plug, but the car is using more oil now.   Perhaps valve guide wear?

The 450SLC was great in the twisty sections, and I really enjoyed driving the car.   There was an annoying rattle coming from the roof, which I think is related to the sunroof cable as it went away when I moved the sunroof.   I finished the trip just under 318,000km.

1978 280CE (C123)

Like my 450SLC, the white 280CE returned this year after sitting out last year’s event.   On this trip, the 280CE past 460,000km, but you wouldn’t know it by the condition of the car.   This car is testament that a high mileage Mercedes that is looked after is probably more reliable than a lower mileage car that does not see regular use.

The 280CE didn’t have any major mechanical issues on the trip.   The only real issue it faced was one of the A/C drains leaking on the passengers side floor.   This isn’t going to impact the road trip, but has longer term implications for rust and the carpets.

On return, there was a few drops of hydraulic fluid on the floor from the SLS, but this did not impact the trip.   The car delivered outstanding fuel economy for an M110, at around 10l/100km.

1979 450SLC (C107)

Almost a twin of my car, this 450SLC returned again this year.  It was supposed to be its little brother, a petrol blue 280CE, but that car was not ready for the trip.   This car is a lower mileage and slightly better condition version of my own car, albeit with a blue interior.

The 450SLC repeated its performance from last year, not having mechanical issues, but losing a rear exhaust hanger.  Seems a theme for 450SLCs.   While there were no mechanical issues, the car did stuffer from a very annoying rattle behind the dash.

1982 500SL (R107)

The 500SL made its debut for this year and did well.   The owner of the car has rarely driven it in the rain, but given we had torrential rain at various times, the R107 hardly leaked at all.  This is a real testament to why R107s could be used as daily drivers, where most convertibles of the period could not.

500SLs have very tall gearing to provide reasonable fuel economy on motorway runs.  However, given we did mostly twisty back roads, the 500SL and the 280SE 3.5 were always the first to need a drink from the bowser.   The 5.0 came into its own on some of the very twisty roads we drove.

The main issue the 500SL had was a screw for the front spoiler wearing a hole in the metal cooler line for the power steering.   This is a common part on 107s, so can probably be replaced with a second hand part.

1983 380SEC (C126)

The 380SEC is the only car that has successfully completed all three of these trips.   The Adelaide Rally, The Concours Run and now the Long Way Euround.   In the case of the 380SEC, the third time was no so lucky, and at one point it wasn’t clear it was going to make it.

The initial issue was poor hot starts, which we assumed was a bad fuel accumulator.   This should be more of an annoyance than anything else.   On day two, the fuel pump relay died.   This also isn’t fatal, and we were able to jump it.   We got a second fuel pump relay from the wrecking yard, but this only lasted a few hours.

The poor hot starts continued, and in the second part of the trip, the 380SEC started stalling when idling.   On the last day, this grew to stalling when underway too.   The fuel pump relay bypass included a 25 amp fuse, which didn’t blow, but started to melt, as did the wiring connectors.

It would appear that serious current was going through the bypass.  According to the technical data book it is supposed to draw 7.5 amps.  At least at times, it would appear to be drawing far more.   Perhaps some debris is forcing the fuel pump to work super hard.   Or perhaps there is some other underlying electrical issue.

In any case, the 380SEC made it back under its own power.

1988 300CE (C124)

The 300CE was another new entrant.  The owner of the car did a lot of work before the trip to make it reliable, which paid off.   This included new a fully rebuilt transmission, A/C compressor, drier, expansion valve, CIS fuel injectors, coolant expansion tank, new coolant, oil and filter change and a set of Michelins.

With all that work done, I think this car is going to see a lot more use in the future.   Unfortunately a work commitment meant that the 300CE remained in Melbourne, but it will drive up to Sydney in a week or so.

1990 300TE (S124)

The Blue/Black 300TE was back again this year.   The main difference was adjustable Koni front suspension, which the owner feels has transformed the car.    The 300TE is a daily driver, and passed 388,888 on the trip.

Like last year it returned full of parts from both the junkyard and Melbourne.

1994 E280T (S124)

Another new entrant, the E280T did well on this trip.   This time last year it was in pieces for a respray.    The re-assembly clearly went well as the car performed flawlessly.

The HFM fuel injection also meant the E280T was the most frugal car on the trip.