In August 1965, Mercedes-Benz unveiled a new generation of its prestigious models, introducing the Types 250 S, 250 SE, and 300 SE. These vehicles were designed to succeed the iconic fintail models 220 Sb, 220 SEb, and 300 SE, marking a significant shift in design and engineering. These new “Mercedes Benz Typen” shared a common body, masterfully crafted by Paul Bracq, renowned for its understated elegance and timeless appeal.
The beauty of Bracq’s design lay in its simplicity. Eschewing fleeting trends, the bodywork exuded a restrained sophistication that remains captivating even today. Technically, these models were closely related to their predecessors, but significant enhancements were implemented under the hood. A notable upgrade was the introduction of new 2.5-liter engines, evolved from the 2.2-liter units through increased bore and piston stroke. The fuel-injected versions benefited from an improved six-piston pump, replacing the previous two-piston iteration. Interestingly, the new 300 SE marked a departure from its predecessor by abandoning air suspension. However, like the 2.5-liter models, it incorporated a hydropneumatic compensating spring on the rear axle. This system, in place of the earlier coil spring, ensured a consistent vehicle level, regardless of the load.
Expanding the model range in March 1966, Mercedes-Benz presented the Type 300 SEL. This variant distinguished itself from the 300 SE with a wheelbase extended by 100 mm. This additional length was strategically utilized to enhance rear passenger comfort, providing increased legroom and wider rear doors for easier access. Mirroring its direct predecessor with the same designation, the 300 SEL included air suspension as standard equipment. Internally, the models equipped with conventional suspension were grouped under the W 108 series designation. In contrast, the 300 SEL, with its air suspension, was categorized within a separate model series, the W 109.
Between 1966 and 1967, the Sindelfingen plant, known for its bespoke creations, developed two extraordinary versions of the 300 SEL. These were not intended for mass production but were custom-built to fulfill a special order from the Vatican. In June 1966, a landaulet with a standard wheelbase was completed. This unique vehicle differed from the standard saloon by featuring a single rear seat and a landaulet hood that extended to the front edge of the rear door, offering open-air ceremonial possibilities. Almost a year later, in May 1967, two identical six-seater limousines were delivered. These imposing vehicles were constructed on a chassis extended by 650 mm and incorporated modified rear side doors, along with two folding rear seats. While the landaulet served alongside the prestigious 600 model for papal transport, the Pullman limousines were designated for transporting Vatican guests.
Production of the 250 SE and 300 SE models ceased at the beginning of 1968. In January 1968, their successors, the Types 280 S and 280 SE, were introduced. These new models were subtly differentiated from their predecessors, primarily through engine upgrades and minor equipment refinements. The newly developed 2.8-liter 6-cylinder engine delivered 140 hp in its carburettor version and 160 hp with fuel injection, offering enhanced performance. A more potent iteration of the injection engine, producing 170 hp, was not only implemented in the 280 SL but also found its way into the 300 SEL from January 1968, replacing the previous 3.0-liter light-alloy engine.
March 1968 marked the arrival of the 300 SEL 6.3, which ascended to the pinnacle of this model series. This high-performance variant was equipped with the formidable V8 engine and automatic gearbox from the flagship 600 model. This powertrain configuration endowed the 300 SEL 6.3 with power comparable to a high-caliber sports car. Its debut at the Geneva Motor Show caused a sensation, particularly as there had been no prior indication of such a model in development. Externally, the 300 SEL 6.3 was subtly distinguished by its wider tires, double halogen headlights, and supplementary distance beam headlights. Despite its premium price, exceeding the 300 SEL by over DM 10,000 and costing twice as much as the 280 SE, the 300 SEL 6.3 attracted significant customer interest, resulting in a production run of 6,526 units.
In Autumn 1969, the 300 SEL with the 2.8-liter six-cylinder engine was superseded by the 300 SEL 3.5. This model was powered by an entirely new “small” V8 engine, displacing 3.5 liters and generating 200 hp. From March 1971, this new engine also became available in the 280 SE 3.5 and 280 SEL 3.5 models, which retained conventional steel-spring suspension. The 280 SE with the six-cylinder engine remained in production, while the 280 SEL was discontinued to make way for the eight-cylinder model. Concurrently with the 3.5-liter V8 engine, a higher-displacement 4.5-liter version was produced exclusively for the American market. From May 1971, export models 280 SE 4.5, 280 SEL 4.5, and 300 SEL 4.5, featuring this larger engine, became available.
A unique and unreleased model within the 108/109 series was a security version of the 280 SEL 3.5, built in 1971. Following the production of the bullet-proof 600 Pullman limousine, Daimler-Benz had not produced further special protection vehicles. However, requests from several federal authorities, prompted by attacks on diplomats in Latin America in 1970, led the foreign office to recognize the need for specially protected vehicles for certain ambassadors and consuls. The outcome was the armor-plated version of the 280 SEL 3.5, with 28 units manufactured between May 1971 and September 1972.
The production of the highly successful W 108/109 series concluded in September 1972, marking the end of an era. These models were succeeded by the 116 series S-Class models, ushering in a new chapter for Mercedes-Benz luxury vehicles.
