I check ebay, cars dot com, and autotrader dot com weekly to watch the market for the 95 E300 Diesel. It's weird how there will be three or four out there, and then none for weeks. One just sold on fleabay for $7600.

Fact check- there was no 1994 124 USA diesel, 603 or 606.

Aren't there fuel system seals and intake manifold flaps and intake manifold flaps to contend with as well? Hopefully one time events.

Sixto
87 300D

There are several o-rings throughout the fuel system that may need to be replaced since they will flatten out over time.

There are flaps in the intake, but I don't believe they are problematic - unless you are having vacuum issues.

Performance Enhanced W124
 

Ian,

We never got the "Middle" series ('90-93') W124 diesels with the 606.962
in the U.S.
As both the Videos show "Someone"/"Somewhere" did.

Looks Like You have a new Hobby/Avocation...
"Stuffing a 606.962 into a 300D"

If you're going that route the 722.6 transmission would be the only option to
carry all that torque...

After some research maybe a 90-93 2.5 turbo would be a better choice, what do you think? How does the 603 NA and 602 turbo compare for power?

OM602 = 121 HP @ 4600rpm
OM603 = 148 HP @ 4600rpm (rodbender)

OM603 specs for a 87 W124 OM603.960

The OM603.970 (or .971) are the so-called rodbenders (3.5L diesel in late W126 or in the W140)

The '87 (.960) primarily has issues if overheated (head cracking, etc), not bending rods.

Nitske has the 603 NA at 109hp DIN.

You know of a 603 NA for sale in the US?

Sixto
87 300D

Since I have one of each --

The W124 with the 603 turbo engine is a nice car, produced only as a 1987 model year, although actually sold from 1986 until they ran out of them in 1988. The alloy head can crack if the engine is significantly overheated (run out of coolant and "try to make it home"). Don't. The later versions of the head pretty much take care of that problem. All can be good engines that last a long time if you just keep the cooling system in good repair. The bad rep is probably not deserved. Many forum members have excellent examples.

The 1986 300SDL (W126) also used the 603 engine, same as the '87 300D (W124).

In the early-to-mid 90s the S-class (140) used a version of the 603 that was punched out to 3.5 liters. This is the engine known as "the rod bender." Although there are stronger rods available from the factory, the chances at this late date of getting a set installed for free are slim to nil. Most folks recommend avoiding this model unless you can get it dirt cheap. In that case, enjoy the otherwise fine car until the engine self-destructs and then either throw it away or transplant a 603 engine from an '86 or '87.

Later W124s (1990-93) are available with only one diesel engine, the 602, confusingly badged "300D 2.5," they have a 5-cylinder 2500cc turbocharged diesel. This engine does not have the head problems that early 603s had. Good performance and excellent fuel economy. Passenger air bag moves the glove box to the center console.

The 1995 E300D (W124) with the 606 NA engine is a "hybrid," newer engine in older chassis. The 606 is a six-cylinder naturally aspirated double-overhead camshaft engine. It loves to spin and makes a fair amount of power if you let it wind up. If you try to lug it around in higher gears like you can with a turbodiesel you will be disappointed. Only known significant problem is a tendency for glow plugs to stick and, when the owner/mechanic loses patience, the glow plug snaps off in the head. I have not had this problem.

The 1996 E300D (w210) is an entirely new chassis with the same 606NA engine. Mercedes designed the 210 to have a stiffer suspension than the 124. It's immediately noticeable and you will have to decide whether you like it. The 210 chassis can have rust problems, especially in the area of the front spring perches in areas that have salt on the roads in winter. The '96 retains the reliable 722.4 4-speed mechanical/vacuum automatic transmission that goes all the way back to the 1985 300D-T (W123) models. In 1997, the new electronic 5-speed transmission was introduced. Had a few teething problems.

For 1998 and 1999 the transmission problems were overcome plus the 606 engine was turbocharged. These later models are also more electronic and harder to self-diagnose without specialized equipment but are good performers with good fuel economy. Many satisfied owners.

Recommended: low miles, pre-inspection, complete service records from PO. Otherwise you're shooting craps.

Jeremy

I have been wanting a 300D 2.5 due to the reported fuel economy. Correct me if I am wrong but I think they get mid 30's with the potential to approach 40 mpg. I thought about trying to trade my 87 300D for one. I at least want one of those passenger side fenders so I can make some weird cold air induction thing.

I believe 40 mpg is only truly possible with the 190D, 2.2 + 5 speed manual transmission. I wouldn't mind this combination for a thrifty commuter :)

Somebody correct me if I'm wrong!

You should already have air sucking from outside the engine bay on your '87.

92 300D OM602 EPA states 26 city 31 Highway. I routinely get 30.5 combined. The best I've gotten is 32 Highway not pushing it.

Yes, I think I would be best served by the 90-93 300D 2.5L. What does a good example go for? They seem hard to find in the PNW.

They made a 1994 W124 diesel for the US Market? I have never seen one before.... was the one you worked on grey market?