Man I gotta disagree. The 116 117 engines are bulletproof on the bottom end. I've seen them run so low on oil it locked up the cams in the heads and the bottom end would still turn after pulling the heads off. If you keep oil and filters in them them they are damned near indestructible.

The top end is a weak point in the 116 /117.(discounting the chain and rails) The way they are designed the valve is pushed sideways slightly every actuation and it wears the valve guides. Fresh heads last about 150K miles before they wear the guides. New seals can buy a little more time but the guide wear is inevitable.

The 119 motor is a 117 block with 4 valve heads. The valves are actuated with buckets and no side loading is incurred. Those motors are indestructible if you keep the timing drive in decent shape.

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90 300TE 4-M
Turbo 103, T3/T04E 50 trim
T04B cover .60 AR
Stage 3 turbine .63 AR
A2W I/C, 40 LB/HR
MS2E, 60-2 Direct Coil Control
3" Exh, AEM W/B O2
Underdrive Alt. and P/S Pulleys,
Vented Rear Discs, .034 Booster.
3.07 diffs 1st Gear Start

90 300CE 104.980
Milled & ported head, 10.3:1 compression
197° intake cam w/20° advancer
Tuned CIS ECU
4° ignition advance
PCS TCM2000, built 722.6
600W networked suction fan
Sportline sway bars
V8 rear subframe, Quaife ATB 3.06 diff

Yea, I'm used to other brands where the entire engine is starting to wear out at that point and just a valve grind leads to problems.

It also makes a difference what climate the car is used in. Sub zero temps and hills are way harder on a car than sunny sky's and level ground.

The M117 in my 560SL went from one qt/200 as yours to less than one qt between 6000 mile oil changes after valve seal replacement.