| At the Frankfurt motor show IAA, in September 1985, the T-models of the second generation were presented. After eight years they succeeded to the very successful T-limousines of series 123. In technology and style the new T-models corresponded largely to the limousines. Except for the deviant rear end and the thus resulting changes, no differences could be registered. Aggregate, brake system and chassis had been adapted to the higher payload, but other than that taken over almost unchanged from the limousines. Thus the T-models were also provided with a multilink rear suspension, which in the standard equipment was combined with a hydro-pneumatic level adjustment. Furthermore, it was provided with a shock-absorber strut front axle.
The level of safety reached in the limousines of series 124 was transferred to the T-models as largely as possible. Newest insights of safety research had been taken into account in the construction of the rear body overhang, a critical area in limousines with a full rear. Special attention was paid to the fuel tank. In the T-models, construction had made it necessary to suspend it under the vehicle floor. Due to a special shape with oblique thrust plates at the upper side of the tank and the vehicle floor, it was guaranteed that the tank, in case of a rear impact with a deformation of the frame side rail, will be displaced into a downward position, where it will be held by catch ropes without knocking onto the road.
The original range of models comprised eight types. All their engines, with one exception, were used in the limousines. Vice versa, only the petrol powered 2,6_ltr.=engine and the 3,0_ltr-Diesel from the range of engines of the limousines were not available in the T-models. A novelty was the 143_PS strong 3,0_ltr.-6_cyl.-turbo diesel aggregate of the 300_TD_TURBO. It had been developed from the suction engine and used in a modified version for the S-class export model 300_SDL. Along with the T-models and within the ,Mercedes-Benz concept of driving dynamics" the automatic four-wheel drive 4MATIC was presented. It was available for the six-cylinder types of series 124.
For all petrol powered models of the T-series, except for type 200_T provided with carburettor, a regulated emission control system with a lambda- probe catalyst was available on demand. As an alternative one could decide for the so-called ,RF-version, in which the vehicle was delivered without catalyst and lambda probe but with a multifunctional mixture-preparation and ignition system. Retrofitting a ,backfitting vehicle" with regulated catalyst was always possible and without problems. This handling allowed the client the highest possible flexibility a to the time of refitting._Since, at that time, unleaded petrol was not yet available everywhere, this was a considerable advantage.
From September 1986 the carburettor model 200_T was also available with emission control system. In addition, the regulated catalyst was part of the standard delivery of all Mercedes-Benz passenger cars with Otto-engine. On demand and with respective price deduction the ,backfitting vehicles" continued to be available till August 1989.
Like the preceding types the T-models were produced in Bremen. This plant now made only passenger cars. The plant in Sindelfingen supplied the front doors as well as ,bodywork_I", a combination of front and chassis. In Bremen sheet metal parts of own production were added to make it a complete bodyshell. Then it was painted and ready for assembly. The production of the main series of most types started shortly after their presentation in October/November. In June 1986 the 300_TD_TURBO was produced, first, however, only for export into the USA. Due to a lack of capacity, domestic selling had to be postponed again and again. Thus in September the 300_TD, which had not been planned at all, had to be taken into the selling program to fill the gap. The beginning of the production of the 300_TE_4MATIC only took place in April 1987. The 300_TD_TURBO_4MATIC and the domestic version of the 300_TD_TURBO were finally produced in series since August 1987.
At the Paris car salon in September 1988 the 200_TE ws presented, a further variant of the T-model. As often before, it had come into existence by falling back on the unit assembly system. This time it was the time-tested 2,0_ltr.=injection engine of the 190_E that was put to use. By optimising its combustion process a reduction of the particulate mass emission was achieved. It was reached by using a newly constructed prechamber with angular injection which guaranteed a more efficient combustion. A pleasant side effect of the new diesel technology was an increase in power of 4_PS. In September 1988, all models of the series obtained an extended standard equipment. It now included the anti-locking system (ALS) and the heated right outside mirror. The washer system, which had been taken over from the S-class, was now provided with a heated washer tank as well as with heated jets and tubes.
Within the initiative ,Diesel_'89" in February 1989 models 200_TD, 250_TD and 300_TD were also provided with redesigned engines.
In addition, the injection pumps of all diesel suction engines were equipped with an altitude pressure compensator in order to keep down emissions in altitudes as well. Thus the improved diesel models fulfilled the strict USA particulate matter limit values even without a particulate filter. They worked practically smokefree. In the suction engines, too, the new diesel technology brought about a pleasant side effect. The optimising measures increased the power of the 200_D by 3_PS and the 250_D as well as the 300_D by 4_PS.
With the help of an expensive exhaust emission control system the pollutant emission was further reduced. An oxidation catalyst, especially developed for the diesel engine, was combined with a carefully adjusted exhaust gas recirculation. From October 1990 this very efficient system was available for diesel passenger cars with suction engine, six months later also for the types with turbo engine on special demand.
At the motor show in Frankfurt IAA , in September 1989, a completely redesigned model program of the medium-size class was presented. Most important were the stylistic novelties of the body and the newly equipped interior. The most eye-catching characteristic of the improved types were the lateral protection strips with integrated longitudinal sill trim which had already been introduced in an analogue form in the coupe-models two years ago. At their upper edge there were now additional small decorative
fittings of polished stainless steel which continued on the upper side of front and rear apron. They brought back in discreet form the often missed chrome shining after a long time of abstinence.
Starting from September, the ,sports-line" package was available on special demand for all types of series 124 - except for the 4MATIC-variant. It was already know from the compact-class models. An outward characteristic was the sports suspension which was provided with wide base tyres - dimension 205/60_R_15 - on all-aluminium or steel rim 7_J_x_15. The body was allocated considerably lower. Furthermore, springs and bumpers were more closely adjusted. The interior was improved by a leather steering
wheel and leather shifter. There were individual front and back seats.
Besides the above-mentioned improvements in design and equipment, the redesigned type program of series 124 also presented fife completely new models, among them a representative of the T-series. A specially powerful variant was the 300_TE-24. Once again the unit assembly system had been used for ist construction. It was provided with 220_PS strong 3,0_ltr.=four-valve engines of the 300_SL-24.
Due to deviating installation conditions in types 300_E=24, 300_CE=24 and 300_TE=24 the catalyst cross section of the SL could not be used. Thus the nominal capacity was reduced by 11_PS.
All four turbo diesel were provided with air inlet slots in the front apron as well as with fife additional air inlet gills at the right front wing.
In June 1991 the production of the 200_TD was stopped. From the very beginning it had only played a minor part. In March it had disappeared from the selling program. Obviously most clients interested in the T-models were not satisfied with an engine performance of 75_PS which,_ especially when loaded,_ was not capable of temperamental outbursts.
In September 1992 a redesigned type program of the medium-size class was presented after the 2,000,000th vehicle of series 124 had left the assembly line. At the first improvement in autumn 1989 stylistic changes were important. Now it were engine and equipment. The petrol car presented itself with a thoroughly redesigned range of engines, which had been totally changed to four-valve technology. Two four-cylinder aggregates with 2,0 and 2,2_ltr. displacement, belonging to the newly developed engine series M_111, now replaced the time-tested two-valve engines from the type family M_102. The new engines excelled with increased power and a higher torque for the whole range of speed. Nevertheless the fuel consumption could be reduced further. By increasing the volume of the catalyst a further reduction of the pollutant emission was reached.
The successors of the two six-cylinders with two or four valves were two new four-valve aggregates with 2,8 and 3,2_ltr. displacement. They belonged - like the previous 3,0_ltr.=four-valve engines - to the engine series M_104, showed however, a changed bore/stroke ratio.
All four and six-cylinder engines now had the same bore. This was an advantage for a flexible and economical production. The new 2,8_ltr.=engine exceeded the time-tested two valve engines of the type family M_103 as to power and torque, without consuming more fuel. The nominal capacity of the 3,2_ltr.=variant, which had proven itself in the S-class, had remained the same in comparison to the former 3,0_ltr.=four valve engine. It was, however, reached 900_/min earlier. The torque maximum was considerably higher and was shifted towards lower numbers of revolution. In spite of this clear advantages of the 3,2_ltr.=aggregates the 3,0_ltr.=version was not dropped altogether. It remained in the program with the 300_TE_4MATIC.
Besides the new range of engines for the petrol cars, the model improvement program comprised a considerably redesigned standard equipment for all models of medium-size class. From October 1992 this included an airbag, central locking system as well as electric mirrors left and right. In addition, the four-cylinder types were now also provided with a fife-speed gearbox without extra charge.
The actualisation of series 124 started in autumn 1992 and was consistently continued six months later. As a world novelty the four-valve technology now was also used in the diesel models. This new technology guaranteed not only increased power and torque over a considerably extended range of numbers of revolution. It also allowed a reduction of fuel consumption up to 8_% at full load.
Furthermore, due to an optimised combustion process, the particulate mass emission in the exhaust gas could be reduced by about 30_%. Only the fife-cylinder and six-cylinder suction engines had been converted to the four-valve technology. The 2,0_ltr.-four-cylinder and the two turbo engines remained with two valves per cylinder. In the four-valve diesel types the fresh air suction took place via air slots in the right front wing, as already seen in the turbo variants. In order to increase environment-friendliness, from June 1993 all standard diesel engines of series 124 were equipped with exhaust gas recirculation and oxidation catalysts
The model improvements did not only concern the diesel types. A change of detail had taken place at the 2,8_ltr.-6_cyl.-engine, only presented six months ago. This time, for once, the reason was not technical. In order to obtain a more favourable classification for the respective types within the liability insurance in Germany the nominal capacity of 145_kW was reduced to 142_kW.
Within the changes taking place from 1993 all models of series 124 were stylistically actualised by reworking the body. Thus they were adapted to the other type ranges. The most conspicous characteristic of the modified models was the radiator grill changed in the shape of the S-class. Now the much smaller chrome frame was harmonically integrated into the engine bonnet. The Mercedes star - as in the S-class limousines - was on the bonnet. Also eye-catching were the changes at the lamp units. The front turn signal lamps had received colourless glass covers. The rear lamps showed bi-chromatic covers, which in the area of the turn-signal and the reversing lamp had been uniformly stained in white-grey. The yellow turn signal lamp in the front and rear was produced by coloured bulbs. The bonnet lid was also redesigned. The pressure ridges at the upper side had been rounded. The area between the rear lamps, so far inclined to the front, was now parallel to the rear end. Furthermore, a chromed handle at the upper end of the licence number area replaced the uninterrupted plastic handle strip. Further changes were made at the wheels and the bumpers. Thus the steel disc wheels had new wheel trim caps in 6-hole design. The protective strip of the bumpers were now painted in the colour of the add-on parts. The protective strip of the rear bumpers had been prolonged to the wheel cutouts.
When the redesigned models were started to be sold in June 1993, a new nomenclature came into force which also applied for series 124. Analogous to the S-class and to the new C-class, the medium-size class now was called E-class. The designation of types now followed a modified system. Thus a letter documented the belonging to a class. It stood in front of a three-digit figure which continued to be based on the displacement. The ,E" for ,Einspritzmotor" (injection engine) could be dropped, since carburettor engines now belonged to the past. Codifying the obvious body variants by ,C" or ,D" was equally superfluous.
With the diesel powered models the former ,D" was replaced by ,Diesel" or ,Turbo diesel" after the figure. Thus the 300_D, according to the new designation, now became ,E_300_Diesel". The ,DIESEL" sign at the right on the boot lid could be omitted on demand, just as the whole type label.
From September 1993 a powerful variant, the E_36_AMG, was available for the ambitious sports fan and T-model lover. The car was equipped with a 195_kW strong 3,6_ltr.=four-valve engine from AMG. The new top model of the 124-T-limousine differed discreetly but stylistically from its less dynamic sister models by enlarged add-on parts. Front spoiler, side sills and rear apron were painted in the body colour and harmonically integrated into the body shape. In the standard version the impression was completed by the 17_inch all-aluminium wheels in AMG-design.
In February 1996 the T-models of the second generation were taken out of production. The 4MATIC-types had already been sent to retirement in spring 1995. Within more than ten years all in all 340 503 units had been produced. The series production of the succeeding models - which belonged to series 210 -started two months later in Sindelfingen. They were presented at the Geneva car salon. But for the plant in Bremen the T-model production was not finished. The new T-model of class C, which made its debut at the same time as its big brother, is exclusively built in Bremen. There it leaves the assembly lines together with the limousines.
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