“The last properly built Mercedes-Benz, when engineers held sway over the accountants.” This phrase often surfaces when enthusiasts discuss classic Mercedes-Benz models from the 1980s and 1990s, from the 190E to the R129 SL. However, for many, the true embodiment of this sentiment is the Mercedes-Benz S-Class W140. Yet, mention the W140 codename to even seasoned Mercedes-Benz lovers and you might be met with a puzzled look, perhaps mirroring the reaction of its stylist, Bruno Sacco, when contemplating what the C140 S-Class coupe could have been. Despite the passage of decades since its inception, Mercedes-Benz has maintained a somewhat subdued stance regarding the W140’s legacy.
Perhaps this muted celebration stems from the W140’s tumultuous development. This was a vehicle shaped by passionate engineers, internal corporate rivalries, and the burgeoning influence of Japanese luxury brands. Its arrival was met with mixed reactions, ranging from unease to outright disapproval, due to its sheer size and presence. Moreover, the ramifications of its development would cast a long shadow over the esteemed reputation of the Three-Pointed Star.
Front view of a Mercedes-Benz W140 S-Class, highlighting its iconic grille and headlight design.
Back in 1984, when the quest to replace the W126 S-Class began, the landscape was vastly different. The S-Class was globally recognized as the pinnacle of automotive excellence. Interestingly, initial styling cues for the W140 were inspired by the Jaguar XJ, particularly its sporty silhouette aimed at challenging BMW’s rising prominence in the luxury segment. Bruno Sacco initially envisioned a sleeker, more agile design. However, in 1987, a pivotal event dramatically altered the W140’s trajectory.
Chief engineer Wolfgang Peter and car line manager Rudolf Hornig visited the styling studio to assess the ergonomics of a W140 cockpit mock-up. Both men, of considerable German stature, being over 6 feet 3 inches tall, encountered an immediate issue: they bumped their heads on the roof upon entry. This seemingly minor discomfort for two tall individuals triggered a cascade of changes with far-reaching consequences for the entire project. The prototype had a removable roof, which was quickly detached amidst the engineers’ exclamation, “That’s great now!” Consequently, an additional two centimeters were mandated for the roof height. The design team vehemently protested, fearing the car would resemble a “top hat,” but Mercedes-Benz chief Werner Niefer sided with the engineers. Sacco’s sporty aspirations were shelved, and the W140 was now destined for a more imposing presence on European and North American roads.
Keeping this newly enlarged vehicle composed on the road became the immediate engineering hurdle. The increased roof height compromised the handling dynamics, necessitating a widening of the car’s stance. The W140’s growth spurt had begun, prompting serious revisions to the suspension system.
Rear perspective of a Mercedes-Benz W140 S-Class, showing its wide stance and taillight design.
Hornig proposed an unconventional solution inspired by early 20th-century horse-drawn carriages that utilized leather straps for cabin suspension. His concept involved a perimeter frame with a separate suspension system to isolate the body from the chassis. Eighteen months and considerable financial investment were dedicated to exploring this innovative approach. Ultimately, time constraints prevented its successful implementation, and the W140 reverted to conventional subframes. This rushed decision might be implicated in the reports of motion sickness experienced by some passengers in the back of a W140 driven at speed.
Beyond handling, a matter of German automotive prestige arose. Mercedes-Benz executives were taken aback by BMW’s announcement of a V-12 engine for its new 7 Series, marking the first German postwar car with such an engine. Despite Mercedes-Benz’s existing V-8 engines being competitively powerful, it was deemed insufficient. An immediate directive came down: develop a new V-12 engine within 18 months. The outcome was the M120 engine, which surpassed the BMW’s output and, in modified forms, would later power the Pagani Zonda supercar.
These high-performance aspirations were indeed present within Mercedes-Benz during this period. While a Mercedes supercar didn’t materialize until the late 1990s with the CLK GTR, and even then in limited numbers, the ambition was there.
Detailed view of the Mercedes-Benz M120 V12 engine, a powerhouse in the 600SE and 600SEL models.
Within the W140 project, the rapid development of the V-12 engine necessitated a completely new, advanced braking system. Electronic brakeforce distribution was introduced to enhance rear axle braking during hard deceleration. Coupled with a novel adaptive damping system, self-leveling suspension, and the Electronic Stability Program (ESP), now a standard safety feature in most modern cars, the electronic systems development alone consumed a substantial budget.
The initial 1989 launch deadline for the new S-Class was missed. Compounding matters, 1989 also marked the arrival of the Lexus LS400. This newcomer, offering a single 4.0-liter V-8 engine option, delivered luxury car essentials at two-thirds the price of an S-Class, boasting superior fuel economy and favorable American tax implications. The Japanese contender immediately challenged Mercedes-Benz’s ambition to dominate the American luxury market.
Mercedes-Benz responded on two fronts. Firstly, luxury features were further amplified. Dual-zone climate control, double-pane window glazing, power-assisted trunk and door closing, orthopedic seats, and rear parking markers were incorporated. The W140 became a veritable technological showcase. Secondly, to meet market demands and potentially address weight concerns, engineers were tasked with creating a short-wheelbase version for launch, requiring a four-inch reduction in wheelbase.
By this stage, the W140’s development costs had ballooned, making it 25 to 40 percent more expensive than its predecessor, reaching a staggering $1 billion. Adding to the woes, it became apparent that the vehicle’s weight had become problematic. With a full complement of five passengers, even modest luggage could exceed the safe payload limit. Wolfgang Peter and much of his team faced dismissal or reassignment.
Despite the internal turmoil, the W140 was unveiled at the 1991 Geneva Motor Show. Journalists offered polite applause as a large wooden crate dramatically revealed the imposing sedan beneath. Initial press reviews were cautiously positive, but public sentiment soon shifted.
The Mercedes-Benz W140 S-Class debut at the 1991 Geneva Motor Show, showcasing its grand presence.
The German Green Party’s growing political influence placed environmental consciousness at the forefront. While Volkswagen emphasized the recyclability of its new Golf, Greenpeace greeted the S-Class with a symbolic mountain of fuel barrels, highlighting its projected fuel consumption over its lifespan.
Beyond environmental concerns, the conspicuous consumption associated with the new S-Class was ill-timed. A global recession had severely impacted luxury car sales. Ferrari Testarossas were being discounted by 10–15 percent as unsold inventory accumulated in Maranello. The introduction of the two-door SEC/CL version a year later did little to improve the W140’s public image, largely due to its similarly bulky aesthetics. Automotive journalist Georg Kacher famously quipped that it looked “like someone who’s been bashed on the head.” Harsher descriptions of its oversized form were common.
Despite the unfavorable reception, Jurgen Hubbert, then chairman of Mercedes-Benz passenger cars, defended the W140 in an interview with Kacher. “The new engines are more fuel-efficient than the previous designs,” he asserted. “The weight is the price to be paid for the levels of comfort the car offers.”
Front three-quarter view of a Mercedes-Benz W140 S-Class, demonstrating its imposing size and design.
Rear three-quarter view of a Mercedes-Benz W140 S-Class, highlighting its elegant yet substantial rear design.
Hubbert acknowledged that the V-12 engine, the source of much development complexity, was perhaps not strictly necessary. However, the interview revealed a more fundamental challenge for Mercedes-Benz. “Tokyo says it can do a new car in three years, whereas it takes us at least four-and-a-half years,” he stated. “In terms of productivity, a competitive Far Eastern make is about 30 percent more efficient than a good European company.”
In a statement that would foreshadow Mercedes-Benz’s direction for the next decade, Hubbert articulated the imperative: “I’m determined to compensate two-thirds of this 30 percent advantage, but it’s an arduous task.”
This quest for efficiency manifested as compromise. Engineers were no longer the dominant force in development. Quality suffered noticeably, with the W210 E-Class (1995–2002) becoming notorious for rust issues even straight from the factory – arguably the company’s low point. To regain ground and pursue the American market, Daimler-Benz acquired Chrysler for $36 billion in 1998. This merger proved disastrous, and Chrysler was sold again just 11 years later at a $19 billion loss.
By this time, Mercedes-Benz had lost its undisputed reputation for unwavering quality, a trend evident in the W140’s successor. Numerous Chinese-market W220 S-Class models required recalls, and in the U.S., a class-action lawsuit arose due to ventilation drain leaks. Audi’s aluminum-bodied A8 and BMW’s E38 7 Series emerged as formidable competitors for the “greatest car in the world” title. The sleeker aesthetics of the 1999 W220 S-Class were not well-received in Asia, where the W140’s substantial, slab-sided design was preferred. In fact, the announcement of the W220 spurred a final surge in W140 sales.
Depreciation remained steep, and for years, the W140 was considered an aging luxury sedan, with excellent condition examples trading below $10,000. However, this has changed dramatically in recent years. Over the past four years, values have surged, with that same excellent condition W140 now commanding around $30,000.
Luxurious interior of a Mercedes-Benz W140 S-Class, showcasing its premium materials and spacious design.
Perhaps the W140 has finally come into its own, especially considering the general increase in vehicle dimensions in recent automotive design. Its curb weight, ranging from 4170 to 4800 pounds, is now typical for a contemporary luxury car. While modern engines may surpass even the 389-horsepower output of the 600SEL, the W140 remains adequately powerful. Certain hand-built AMG versions, crafted when AMG was a more independent tuner, have fetched prices exceeding six figures at auction, proving their collectibility.
Ultimately, the W140’s most significant legacy may be its human dimension. While it might be viewed as a setback or even a failure by some, it stands as a car to be celebrated as the culmination of an era—the last Mercedes-Benz truly driven by engineers.
