One of only 2,369 ever made
Rarest version of the model line
Rare and elegant color combination
Delivered new to France

Chassis no.: 109.015-12-001478
Engine no.: 189.988-12-001269
Body no.: 01362
Production no.: 21612
Paint: 172 Anthracite Grey Metallic
Interior: 721 Velours Grey

Factory options:
228 Heat-absorbing glass, rear and side windows
229 Windshield, heat absorbing glass of 2 PA special glass
401 Single seats
410 Sliding roof, electrically operated
516 Becker radio Grand Prix LM/MW/SW/USW
531 Automatic antenna
629 Version for France
630 Radial-ply tires
665 Mode of packing, VE I
811 Loudspeaker, sound package in the rear

Provenance:
15/02/1967 – Unknown, FR
21/11/2017 – Andreas Cornelis Thumm, Kaarst, DE

Documents:
German registration (2017)
Austrian Einzelgenehmigung (2017)

About the model line:
W 109
Paul Bracq’s influence on the Mercedes-Benz model range following his arrival in Stuttgart is unmistakable. The design language he established with the W 111 and W 112 Coupés and Cabriolets continued with the W 113 „Pagoda“ in 1963, the mighty W 100 in 1964 and, ultimately, the new executive-class saloons, the sister models W 108 and W 109, which made their debut in 1965. They were not only considerably more modern than their predecessors but, unlike them, also occupied a clearly defined place within the Mercedes-Benz model hierarchy. Looking back, Mercedes itself regards them as the true birth of the S-Class, even though the designation had yet to become official.
The W 108 and W 109 differed primarily in one defining feature: air suspension. The W 109 was also available exclusively with the long wheelbase and carried the now familiar „SEL“ designation. At the same time, Mercedes significantly expanded both the engine range and the number of model variants. The story began at the 1965 Frankfurt Motor Show with the 250 S, powered by a carburetted engine, the fuel-injected 250 SE and the range-topping 300 SE, all based on the W 108. Production of the long- wheelbase W 109 followed six months later with the 300 SEL. As the flagships of the range, the latter two continued to feature the venerable six- cylinder engine inherited from the W 189, complemented by even more lavish chrome trim. By early 1968, however, this powerplant – whose basic design dated back to the early 1950s – had finally reached the end of the road. It was replaced throughout the range by the new 2.8-litre M 130 engine. The 250 SE consequently became the 280 SE with 160 horsepower, while the 300 SEL evolved into the 300 SEL 2.8 with an additional ten horsepower.
Almost simultaneously, Mercedes-Benz created an entirely different sensation with the W 109. By installing the 6.3-litre V8 from the W 100 beneath its bonnet, Germany’s fastest production saloon was born. Capable of 220 km/h, the four-door performance machine bore the simple name 300 SEL 6.3 and gave more than a few engineers in Stuttgart’s neighbourhood cause for reflection. A comprehensive facelift followed in 1969, bringing smaller V8 engines of 3.5 litres to both model series – and for the US market 4.5 litres, because size matters.
Behind the scenes, work on the successor had long since begun. In 1970, Paul Bracq left Stuttgart for Munich. Friedrich Geiger, who had been with Mercedes-Benz since the 1950s and was among other things the father of the legendary 300 SL, returned to the drawing board. Meanwhile, Béla Barényi and Karl Wilfert continued their relentless pursuit of automotive safety. Traffic on Europe’s roads had multiplied throughout the 1960s, and so had the number of accidents, many of them fatal. Mercedes intended its next generation of flagship saloons to set entirely new standards in every aspect of safety.