The Mercedes-Benz W114 and W115 are ranges of front-engine, rear-drive, five-passenger executive cars and coupés introduced by Mercedes-Benz in 1968 to succeed its W110 models introduced in 1961. Featuring squared-off modern three-box styling by Paul Bracq, they were manufactured until model year 1976, when the W123 was released.
W114/W115s were distinguished in the marketplace by nameplates relating to their engine size. W114 models featured six-cylinder engines and were marketed as the 230.6, 250, and 280. W115 models featured four-cylinder engines and were marketed as the 200, 220, 230.4, and 240, with diesel models carrying a D designation, as distinct from gasoline/petrol models.
When Mercedes introduced the W114/115 ranges in 1968 they were marketed as New Generation Models, ultimately the only to receive that designation.
Mercedes used a '/8' on the W114/115 ID plates, indicating their 1968 launch year, giving rise to their '/8' or 'slash eight' nicknames — and the German nickname Strich Acht, loosely translated into English as stroke eight.
The W114/W115 models were the first post-war Mercedes-Benz production cars to use a new suspension design. The semi-trailing rear arm and ball-joint front end format first displayed in the W114/W115 would be used in all new Mercedes passenger car models until the development of the multi-link rear suspensions of the 1980s. The W108/109 280S/8, 280SE/8 and 300SEL/8 (and W113 230SL, 250SL and 280SL "Pagoda") would be the last of the low-pivot swing axle and king pin/double wishbone front ends. The first S-Class, the W116, had the same engineering as the W114/115, but used a larger, separate platform.
The Mercedes-Benz W114/W115 was the mid-sized saloon model for Mercedes, positioned below the W116. Mercedes also launched its first 5-cylinder diesel engine OM617 in this chassis. It followed heavily in the direction set by the W108/109 launched in 1965 and heralded the new design idiom of Paul Bracq, chief designer at Mercedes-Benz from 1957 to 1967.
Mercedes introduced a coupé variant of the W114 in 1969, featuring a longer boot lid and available with either a 2.5 or 2.8 litre six-cylinder engine. Its pillarless design allowed all the windows to be lowered completely for open air motoring. A total of 67,048 coupés were manufactured from 1969 to 1976 (vs. 1,852,008 saloons). Of these 24,669 were 280C and 280CE (top of the range), and 42,379 were 250C and 250CE
The W114 received a facelift in 1973 – with a lower bonnet-line, lower and broader grill, a single front bumper to replace the double bumpers, lower placement of the headlamps, A-pillar treatment for keeping the side windows clear, removal of the quarter-windows in the front doors, ribbed tail lights to minimize occlusion of the tail lights with road dirt, and larger side mirrors. The interior received inertia reel seatbelts and a new padded steering wheel with a four-spoke design.
The Mercedes-Benz W115 is known to be a very durable car. In 2004 Greek taxi driver Gregorios Sachinidis donated his 1976 Mercedes-Benz 240D to the Mercedes-Benz Museum Collection with 4.6 million kilometres (2.9 million miles) on the odometer, which is recognised as the Mercedes-Benz with the highest recorded mileage known to date.
The W114/W115 saw the 1969 introduction of the Bosch D-Jetronic fully electronic fuel injection system into the 250CE, a first for the company.
Some W114/W115 models featured an optional center console (a first in a Mercedes saloon), and ribbed taillights were introduced in 1974, designed to better repel dirt and debris than flat or curved lenses.
For 1968 model year Mercedes-Benz offered the W115 220 and 220D, along with W114 230, in replacement to the W110 200, 200D and 230 over the previous year. To comply with local regulations, American models had unique headlights, utilizing a sealed-beam lamp instead of the H4 type used in the European models. Bumpers changed frequently and there were at least three different bumpers used over the production run for the North American market.
In 1970 the W114 230 was superseded by the 250 model with the M114 engine, and available only with the 4-speed automatic transmission. For 1971, manual transmission was abandoned on the petrol-powered 220.
During this time, the new emissions regulations became enacted which saw the power ratings of US models decline from one year to another. To keep performance factor, Daimler opted to badge engineer the Coupe's 250C model by offering it with the 2.8 litre M130 engine for 1970 MY (initially with both automatic and manual options, but with the latter being removed for the following year). The M130 powered 250 sedan followed for 1971MY replacing the M115 version. Both models were unique to the US market, but with the coming of the M110 DOHC engine for 1973 MY, these were superseded by the 280 and the 280C. In turn the M130 powered 250 and 250C would replace the European M114 powered namesakes, but will retain the 250 badging to avoid confusion with the 280 and 280C being offered in parallel on the home market.
1974 MY saw Daimler facelift the /8 series, and in process change the displacement of the 220's M115 engine for better elasticity. In Europe the model was called 230.4 to differentiate it from the six cylinder M114 powered model, which was re-badged as 230.6, but for American export - it got the simpler 230 badging. Simultaneously, with the coming of the OM616 motor, the 220D was replaced by the 240D, now the only car retaining the manual transmission option. 1974 also brought significantly larger bumpers due to new DOT requirements.
The final iteration came for the 1975 MY, with the 300D. In Europe this OM617 powered model was called 240D 3.0, to avoid upsetting the upcoming release of the W123 model, but for NA export - badge matched displacement. For the final 1976 MY the line-up was thus: 230, 240D, 280, 280C, 300D.
Given the ever stringent emission control in USA, the cars' performance became significantly handicapped as engines struggled to meet regulations whilst mandatory equipment and 5 mph bumpers would see a continuous increase in their weight.
For example the carburettor fed 1973 M110 engine made 160 hp at 5500 RPM and 226 Nm at 4000 under the net DIN rating (180 hp / 248 Nm at 5750/4250 RPM per SAE gross rating) in Europe. The corresponding American export made 132 hp at 5000 and 203 Nm at 3500 SAE net. By 1975 this would collapse to 122 hp at 4800 and 194 Nm at 2800 SAE net. In parallel the 280C's curb weight rose from 1490 kg in 1973 to 1510 in 1974 and finally to 1565 kg for 1975-76. The European 280C remained at 1455 kg from 1973-76.
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