One of only 7,032 ever made
Timeless color combination
Many desirable options
Only three registered owners

Chassis no.: 116.025-12-110286
Engine no.: 110.985-12-034932
Body no.: 00159
Production no.: 8508816
Paint: 737 Classic White
Interior: 002 Fabric Blue

Factory options:
228 Auxiliary heater
260 Elimination of model designation on rear lid
286 Luggage nets on front seat backrests
406 Single seat with orthopaedic front seat backrest, left and right
410 Sliding roof, electrically operated
420 Automatic transmission, floor shift
433 Headrests in the rear, left and right automatic (self-reeling) safety belts
466 Central locking system
480 Self-levelling suspension
533 Interference suppression without radio set
563 Front seats, left and right, reinforced
570 Front folding armrest
580 Behr air conditioner
590 Heat-absorbing glass, wrap-around, heated rear window pane (compound glass), domestic
812 Rear-mounted loudspeaker
877 Reading lamp in the rear

Provenance:
27/02/1978 – Zweites Deutsches Fernsehen, Anstalt d. oeffentlichen Rechts, Mainz-Lerchenberg, DE
30/03/1981 – Rudolf Ferdinand Kaiser, Mainz, DE
07/07/1986 – Erna Johanna Adele Kaiser, Muenchen, DE

Documents:
German Fahrzeugbrief (1978)
Original service booklet

About the model line:
W 116
In the early 1970s, Friedrich Geiger was to deliver his final masterpiece: a new flagship Mercedes saloon. Development under Technical Director Hans Scherenberg had begun almost immediately after the introduction of the W 108 and W 109 series. At the very top of the specification sheet stood two priorities: passive safety and uncompromising comfort. No one understood the science of crumple zones and the safety passenger cell better than Béla Barényi. The Austrian-born engineer of Hungarian descent had already spent many years at Mercedes-Benz and was widely regarded as the father of passive safety.
The W 116 incorporated a remarkable number of innovations designed tostem the rapidly rising death toll on Germany’s roads. Compared with its predecessor, the body shell was significantly stronger, while every major surface inside the cabin – including the steering wheel – was carefully padded. A completely new feature was the front double-wishbone suspension. Developed and refined on the experimental C 111, its geometry achieved a zero scrub radius, greatly improving steering stability under heavy braking while simultaneously reducing stopping distances. From 1978 onwards, the W 116 also became the world’s first production car to offer an anti-lock braking system. The fuel tank was relocated above the rear axle, providing additional protection in the event of a collision while at the same time increasing luggage capacity.
Stylistically, the SL and SLC introduced in 1971 had already pointed the way forward, while under the bonnet Mercedes drew from its proven engine family. The overall result was nothing short of revolutionary – so much so that, for the first and still only time, a luxury saloon was crowned *Car of the Year*. With the W 116, Mercedes-Benz also officially introduced the name „S-Class.“ The „S“ stood for „Sonderklasse“, „special class“ in English. And that is precisely what the W 116 was.
In May 1975 came the ultimate expression of the S-Class, or, as Germany’s leading motoring magazine *auto, motor und sport* famously described it, „the best car in the world.“ Mercedes took the formidable M100 V8 from the 600 and the legendary 300 SEL 6.3, subjected it to a thorough transformation and installed it beneath the bonnet of its new flagship. Bosch K-Jetronic fuel injection, dry-sump lubrication and an enlarged displacement of 6.8 litres were enough to make even the most sporting competitors break into a cold sweat. With 286 horsepower and torque peaking at 550 Nm – never dropping below 490 Nm – the mighty 450 SEL 6.9 effortlessly exceeded 200 km/h. Yet it did so with remarkable discretion. Only the discreet „6.9“ badge and its wider tyres betrayed the king of the Autobahn.
Replacing the temperamental air suspension was a sophisticated hydropneumatic suspension with automatic self-levelling. Citroën sends its regards. The options list was virtually limitless, allowing customers to drive the price into truly dizzying territory. Breaking through the DM 100,000 barrier required little effort when the basic car already cost almost DM 70,000—roughly twice the price of the next model down. During its production run of just over five years, 7,380 buyers treated themselves to the ultimate Mercedes before the next generation of S-Class brought its reign to an end.
The 6.9 was a statement of intent. It showed the world what was technically possible when Mercedes-Benz not only wanted to achieve something, but possessed the ability to do so. It stood alone in its day, became a legend almost immediately and remains one to this day. Perhaps »auto, motor und sport« was right after all – it really was the best car in the world.