Nail. Head. Bang.

Discussion of what is low mileage and what is not is irrelevant.

The newer the Mercedes in play, the more likelihood that there are multiple components that are not economically feasible to repair once the car leaves warranty.

There may be cases where the higher-mileage example is a better buy, IF for example an expensive component has been replaced.

What you are seeing is the radical depreciation that has always been the norm for other luxury marques such as Jaguar and Range Rover, which are uneconomical to repair out of warranty. The market responds to that and prices fall accordingly.

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Mac
2002 e320 4matic estate│1985 300d│1980 300td
Previous: 1979 & 1982 & 1983 300sd │ 1982 240d

“Let's take a drive into the middle of nowhere with a packet of Marlboro lights and talk about our lives.” ― Joseph Heller, Catch-22

The phrase I used was "non high mileage," not "low miles"....there is a difference. In CDI terms, I think of 250k as high miles....until now, it was only CDI's with that kind of mileage that could be had for 10K.

FYI here's the ad I noticed: 2005 Mercedes E230 CDI Turbo Diesel

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14 E250 Bluetec "Sinclair", Palladium Silver on Black, 153k miles
06 E320 CDI "Rutherford", Black on Tan, 171k mi, Stage 1 tune, tuned TCU
91 300D "Otis", Smoke Silver, 142k mi, wastegate conversion

19 Honda CR-V EX 61k mi
Fourteen other MB's owned and sold
1961 Very Tolerant Wife

My point was -
while car dealers, and some people, still consider 100K the 'kiss of death', the notion that any car is worn out at 100K is no longer automatically true. Every vehicle I drive, now has over 160K, and I expect at least some of them to make it to 200K before any major repairs are needed to the engine or drivetrain.
It does help to own vehicles that have earned a reputation for reliability, and are relatively simple and easy to work on, like my W123 diesels, and my 4-cylinder '96 Toyota Camry.
OTOH, This trend has been reversing somewhat, as the excess complexity of newer high-tech, electronics-infested vehicles, and the high cost of labor, means that the average human can no longer repair them, or afford to pay someone who can, once serious problems occur past the warranty.

Happy Motoring, Mark

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DrDKW

Considering I had 460k on my 82 wagon and have 260k on my current one and both run and drive like new... I have to agree...

My 06 CDI now has 220K on the clock, while I don't have the service records for the first 165K miles I can say I've got exactly 0 major repairs on it at this point and given the way it runs I don't see any reason at all it won't make 300K plus with no major repairs. I feel I do own a vehicle with a reputation for reliability.

As far as the comments about electronics go please keep in mind that electronics and computer integration are a bit of a double-edged sword. If you have the knowledge and the right diagnostic equipment working on these later model cars is actually EASIER than the old W123's.

Let me give you an example....

Last week my CDI had its first (to me) issue. The transmission started to shift strangely and then it went into limp-home mode. In limp-home mode the transmission ECU determined that something had failed and locked the transmission in 2nd gear. I made it home without issue and hooked the car up to a Star Compact 3 clone computer. After entering the transmission module I read the trans codes and got a code for a turbine speed sensor. I then went into live data mode to review the data associated with the transmission in real-time mode. Looking at the speed sensor data I could see that the data for the Y3/6n3 hall-effect speed sensor was missing in all gears where it should have been present. I then pulled up the wiring diagrams (all in the same lap-top computer) and reviewed the wiring diagrams for the ETC controller. I confirmed that all hall-effect speed sensors are fed power and ground from a common source so I was pretty sure that it wasn't a power/ground issue since the other speed sensor was operating normally. I then went on-line and did a search on Y3/6n3 and discovered that this was a fairly normal issue and the cure was an updated conductor plate. There were several threads that detailed the procedure and I was able to fix my car for about $200 in parts in 3 hours labor.

More importantly I was able to diagnose a transmission problem and get to the problem WITHOUT EVEN PICKING UP A WRENCH or turning 1 bolt.

Star Diagnostic clones are available on e-bay for $500-$600 and they make it more than possible for the average DIY'er that is willing to spend a little time and learn how to use it.

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98 Dodge-Cummins pickup (123k)
13 GLK250 (135k)
06 E320CDI (323K)
16 C300 (62K)
82 300GD Gelaendewagen (54K)

OK. Word gaming then, I see. Start over; "160K miles" on any car, including any CDI, is not; "non high mileage." Fixed......

The idea that a DIYer cannot possibly work on a CDI, is of course ludicrous.
Perhaps some DIY guys aren't able to learn, but they most likely don't have a newer MB diesel in the first place.

About high miles.....I experienced many a long run of mileage stints on my high-mileage cars/trucks, with no issues, simply because so many things were replaced on them, that another thing did not break or malfunction in quite a number of miles and months. There really is no way to predict the when of items or issues on any car presenting itself as a malfunction. A LOT has to do with chance. Too many examples can be given that verify this in my experience with the matter.

Hey, I didn't say this fear or trepidation was rational. Consumers are fickle, the move in massive packs like collectives...their behavior is what drives used car prices.

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1983 W123 300TD US spec Turbo engine, with Euro bumpers and manual climate control, and manual transmission.

Says who? Mileage is completely subjective. I define low miles as <100k and high miles as >200k for most newer cars; for older vehicles, I adjust my expectations based on the vehicle.

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"Senior Luna, your sense of humor is still loco... but we love it, anyway." -rickymay ____ "Your sense of humor is still loco... " -MBeige ____ "Señor Luna, your sense of humor is quite järjetön" -Delibes

1982 300SD -- 211k, Texas car, tranny issues ____ 1979 240D 4-speed 234k -- turbo and tuned IP, third world taxi hot rod

2 Samuel 12:13: "David said to Nathan, “I have sinned against the Lord.” And Nathan said to David, “The Lord also has put away your sin; you shall not die."

Sez me......AND the rest of the auto market in America....

"160K miles" is HIGH MILEAGE.

I for one am glad that there are people who view 160k as high mileage....makes it better for buyers who don't.

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14 E250 Bluetec "Sinclair", Palladium Silver on Black, 153k miles
06 E320 CDI "Rutherford", Black on Tan, 171k mi, Stage 1 tune, tuned TCU
91 300D "Otis", Smoke Silver, 142k mi, wastegate conversion

19 Honda CR-V EX 61k mi
Fourteen other MB's owned and sold
1961 Very Tolerant Wife

Perhaps irrelevant but still a fun story...both sides of my family are from Greece. This past summer, we hop in a E270 CDI cab (not unusual, most taxis are 210s, 211s in the city with 123s and 124s on the islands). I check the odometer since it's basically a detuned 5 cylinder version of my OM648 back home. 671000km. I compliment the driver on his apparently careful upkeep to which he replies that its already rolled over once...1671000 km!! The other 4-5 211s all had 250-750k showing on their odos as well. They seem to be holding up well.

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1982 300D-T (sold)
1988 300E (sold)
1994 E320 Wagon (sold)
1995 E320
1998 E300D-T
1999 E3204M Wagon
2001 E320
2005 E320 CDI

I for one am too, when I'm selling a; high-mileage, "160K miles" car to an unsuspecting schmoe, that believes "160K is low/non-high mileage".......

Anything, will "hold up well," with enough $$$ poured into it......ask me how I know.

So, is that what you did when you sold your " bought new never leased 1999 E300TD bought new in Omaha" to your brother?

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"I was a dirty bird, Carol's not grungey - she's *****in" John Milner....American Graffiti