The W114 was Mercedes-Benz’s designation for six-cylinder sedans and coupes in production from 1968 to 1976. These vehicles were marketed as the 230, 250, and 280 – depending on engine size. The seller’s car once had a 2.5-liter inline-6, but it has been jettisoned in favor of a 5.0-liter (302 cubic inch?) Ford V8. So, while it looks mild and meek and original, it should be far more responsive at the gas pedal now with a Ford C-4 transmission.
Except for what’s under the hood, this M-B looks like a survivor with its original gray paint and red leather (?) interior. The odometer has already flipped over, which could explain the engine change, but why go with Ford power? And what would be required to make it all fit and the car retain its original handling qualities? We don’t know, but the seller has a lot of paperwork to document repairs and modifications that total more than $10,000.
We get the impression this is a turn-key car and you could drive it anywhere as-is. If perfection is what you want, you might want to have it repainted, and what little rust there is repaired in the process. Though not in the photos, the core 2.5-L motor can be had but without its original transmission. The seller says the “250” runs and drives great, so this could be an interesting conversation piece at the next Cars & Coffee when you pop open the hood!
If you would like a Nardi steering wheel or staggered Ceres wheels, they can be had for $2,000 extra. This interesting restomod can be seen in Denver, Colorado, where it’s also available here on craigslist for $9,999. With Ford power, at least getting this Mercedes repaired should be less costly if something breaks. Our thanks to Gunter Kramer for this unique tip!
I guess I am really a sucker for odd stuff, but I wouldn’t mind owning it. Not sure about the price. Maybe 9 K and everything included. I think it would be fun and definitely cause a few conversations.
Never seen mufflers mounted sideways! – like on this car.
I remember these venetian blinds mounted on the INside of the rear window – from JCW back in the day. They made a lot of noise when the windows were open & you were driving fast. lol
I’d love to pull into a MB dealer with this for an oil change & see their reaction, tho any Ford dealer would be impressed.
The kit from John’s Cars made this type of swap on a Jag a snap, did 2.
Didn’t John’s Cars offer a kit for a Ford V-8 swap into TR-7’s once upon a time?
The factory grey was anthracite but this car is a non-factory color.
But no AC. Lazy..
Totally agree Jon this car needs a/c
I like it. Why not. Looks like fun to me.
in 1969 in had a 1963 190 D modified with a 289 and a C4 installed, I also had the wheels changed from 13 inches to 15 to try to offset the 3.92 rear end ratio. Pass everything but a gas station.
Finally! An engine swap that makes sense.
Why a Ford? Biggest thing is the front oil pan sump. This front sump is the way most all of the Mercedes where and pretty much still are. While SBC engines can be made to fit it is a big hassle. I was a dealer mechanic when this series was introduced in 68.
Ford a few models with a forward sump on the oilpan – I think Econoline was one, maybe Bronco too?
I like it. I bought a ‘72 450SL years ago with a 200 Ford 6/C4. The previous owner was looking at a huge repair bill, and gutted a Fairmont instead. It was gutless, but it was fun cruising top down. I planned to upgrade to a 302, but the car was lost in a fire. 😢
This is hysterical! I can imagine all the MB purists crying in their beer.
Christopher Eakin, Ford 5.0/302 came with both front sump and rear sump applications. You just have to get the pan and oil pump pick-up to make the change. The most common rear sump in on a Fox body car and Crown Victoria. (351W also on the Crown Vic) The front sump pan to use when that is required AND space is at a premium is the Mustang II V8 pan. I did a rear sump 5.0 conversion on a 265 Volvo wagon. It was practically a bolt in. However the AOD transmission had to go in after the engine went it. (It was that tight against the fire wall. So the transmission bolts to engine had to be rubber banded into the transmission and then there was room to get a wrench to the bolts to tighten them up. Why a 302 Ford? because it is harrower than a small block Chevy and you don’t have the clearance issues at the firewall with the rear distributor.