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    THE MARKETPLACE

    / #Mercedes-Benz-600-W100 / #Mercedes-Benz-W100 / #Mercedes-Benz-600-Pullman / #Mercedes-Benz-600-Pullman-W100

    Buckley’s market matters

    I nearly struck a deal with a man in Birmingham on two #Mercedes-Benz 600s a couple of months back, both of which were right-hooker 1960s examples with royal or presidential connections. The first disappointment on arrival was to find out that they were limousines rather than long-wheel-base #Pullmans ; the short-wheel-base cars are relatively plentiful and not huge money for what they are.

    The next downer was that the car said to have 1000 miles on it was the shed of the two, and way beyond any economical repair. But then again, what 600 is economically repairable? The story was that the blue car (the aformentioned shed) had given its first owner problems early on, been parked up and left to deteriorate, having been quickly replaced by a second 600.

    I was surprised to see that the other, much more together-looking brown car fired up happily, although it was not left running long enough to see if any life went back into the suspension airbags and the hydraulics. I couldn’t readily see any chassis plates on the cars but I could see lots and lots and lots of money to spend just to make the ‘good’ one of the pair a driving prospect.

    I’m not quite sure why, but I suggested a swap with my Mercedes-Benz 220SEW111 Coupé – probably because I knew the man wouldn’t bite. Luckily for me he didn’t. I suppose, deep down, I do sort of want a 600 – if only as a box-ticking exercise.

    I suspect the cars are still sitting where they were, although I have a feeling they will end up as donor vehicles. Prices and availability of 600 parts being what they are, if you have the time, the patience and the skill, it is probably the only way you would ever make commercial sense of these dinosaurs.

    I also went to Southend in Essex recently and was amazed by the number of old cars floating around. Within the space of 20 minutes’ driving I saw a fastback Sunbeam Rapier, a Vanden Plas Princess 4 Litre R, an HB Vauxhall Viva and a Hillman Minx. And just when I thought it was all over, an old boy trundled past in an immaculate L-registered Triumph Toledo.

    The prospective purchase of two Mercedes 600s (luckily) fell flat recently, thus leaving Buckley’s itch yet to be scratched.
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    Martin Buckley
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    BimmerPost
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    FIAT 130 COUPÉ

    / #Fiat-130-Coupe / #Fiat-130 / #Fiat /
    RUN BY Martin Buckley
    OWNED SINCE 2009
    PREVIOUS REPORT Nov 2018

    I want to make #2019 the year in which I get everything – and I mean everything – sorted on the 130. It is 90% there but, as usual, the final 10% is proving the hardest. The problem with getting a car up and together piecemeal and ‘on the hoof’, as it were, is that as soon as you get one item right it tends to highlight all the other issues. What seemed acceptable last year now irritates the hell out of you.

    Top of my list for quite a while has been the suspension; every time I drive the Coupé, my overriding impression is that it wallows like a pig if driven with anything even approaching enthusiasm. Standards have moved a long way in 40 years, but these cars were fairly highly rated for their cornering capability. Yes, they rolled – everything did in the ’70s – but not quite as dramatically as this.

    It can only be dampers, really, but the odd thing is that when you bounce the car on each corner it feels rock-hard. I have mentioned this to Mark Devaney at Dino 24 Hundred several times, but we have now decided to galvanise ourselves. Mark has found a set of donor 130 Coupé struts and sent them off to Gaz Shocks in Essex which, as the name implies, builds custom gas shock absorbers. These take about four weeks to do (they are busy), so hopefully by the time you read this I’ll have a 130 that doesn’t want to scrape its doorhandles on the floor.

    Depending on how successful this proves to be, Mark is talking in terms of a thicker front anti-roll bar as well. The dampers will be adjustable, so hopefully we’ll be able to tweak them to best advantage without losing the good ride quality.

    The brakes are pretty decent, other than the fact that the vacuum in the servo disappears overnight so you have a solid pedal for the first minute or so; maybe it’s time to look at the booster. I still like the idea of finding an alternative disc and/or caliper to future-proof the car a little, because certain parts are getting rare and pricey. The way forward here may lie in the realm of the Stratos replica, because the genuine cars used a variety of 130 bits, possibly including the hubs and wheel bearings.

    I spent some time at the end of last year cleaning the engine bay with fairly good results. It was just a matter of some laborious elbow grease in every corner, making good use of the Polti steam-cleaner and the Gunk, then going over it again until you either get bored or realise you can’t get it looking any better unless you want to take the engine out – which, to be honest, is probably the only real way of doing the job properly. But still, it looks better than it did.
    As for the rest of the car, visually the only things I find irksome are the tired and faded window channels. I now have some samples of possible replacements from trim specialist Woollies to look at.

    Ace mechanic Gus Meyer sorted the fan-switch issue that cropped up on the Le Mans Classic trip, but we still need to look at the wipers (there’s only one speed when there should be two), the driver’s-side door lock (it won’t unlock) and fit the correct Marelli air horns: the Fiat’s American Edelweiss ones really should be on my #Oldsmobile-Toronado .

    It seems the 130 is going up in the world at last, because I’ve been contacted by two separate parties looking for parts for ground-up rebuilds; one the subject of a car restoration programme on the TV. This indicates that they are either climbing in value (they are, but only a bit and it’s never been about that with these cars for me) or, with the youngest now more than 40 years old, there just aren’t enough really nice ones to go around.

    This is true in the case of the right-hookers, but I seem to get offered left-hand-drive Coupés all of the time. Most are described as ‘rust-free but in need of recommissioning’ – an estate agent-style euphemism for ‘knackered’.

    THANKS TO
    Mark Devaney, Dino 24 Hundred: www.dinouk.com
    Gus Meyer

    Plenty of elbow grease has got the 130’s engine bay looking a whole lot more presentable.
    The Coupé looks good, but now Buckley wants to get it driving just as well; once rebuilt, the replacement dampers (right) should help.
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    mike.copperthite
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