Welcome to another Shitbox Showdown! Today was supposed to be another pair of sub-$1000 fixer-uppers, but after my own $500 daily beater shat the bed yesterday morning (the battery was toast, and I suspect the alternator may be on its way out), I just don’t feel like writing about non-running vehicles. So I found the two coolest runners I could on short notice.
But first, let’s finish up with yesterday’s projects:
Looks like the VW’s potential gremlins scared most folks off. Really, the older ones aren’t that bad to work on. But I agree that the Mazda would be the better car to drive once it’s fixed.
Today, we have two cheap European cars, and we all know there’s nothing more expensive than those. But in this case, both of them run, and could be driven home, so at least you’re starting from a workable baseline. They’re very different cars – one has three times as many cylinders as the other – but they share a common reputation for costly repair bills, and they’re close in age, mileage, and price, so they seem like a good matchup to me. Let’s take a look.
1985 Mercedes-Benz 190E – $1,900
Engine/drivetrain: 2.3 liter inline 4, 5 speed manual, RWD
Location: Bellingham, WA
Odometer reading: 190,000 miles
Runs/drives? Yes, but needs some cobwebs cleared out
The “Baby Benz” has been a fixture of the cheap car market for many years now. Depreciation on luxury cars is brutal anyway, and it seems to hit entry-level luxury vehicles especially hard. The trouble is that while the price of entry for a second- or third-hand 190E may be low, maintenance and repair costs don’t depreciate, and when those second or third owners can’t afford to fix things properly, they sometimes get creative. This makes for some really ratty cars, and drives the values down even further.
But sometimes, that appallingly low value can work in your favor, if you find The Right One. And this little white Mercedes may very well be The Right One. Not only is it in apparently good cosmetic shape, but it has a feature very few 190Es in the US have: a clutch pedal.
Manual-equipped Mercedes sedans are common in Europe, but very few American buyers checked that option box. I’ve only seen a handful of manual 190Es over the years, and only two of the larger 300E with a stick. Diesel-engined Mercedes with manuals are somewhat more common, but they’re still the minority. It doesn’t magically turn this thing into a sports car, but it does make it more engaging to drive, and probably more reliable as well.
The seller says this car runs and drives. but has been driven fewer than 100 miles in the past five years, so it could use some exercise, and probably a little fettling before being put back into regular service. But the overall condition, and Mercedes’s reputation for durability and longevity – at least back when this one was built – make it worth fixing a few little things. Taking it to car gatherings and seeing the surprise and delight of fellow gearheads when they look inside would be icing on the cake.
1986 Jaguar XJS – $1,800
Engine/drivetrain: 5.3 liter V12, 3 speed automatic, RWD
Location: Centralia, WA
Odometer reading: 200,000 miles
Runs/drives? It does indeed
The Jaguar XJS has never gotten the respect it deserves. It lived in the shadow of its predecessor, the E-Type, for its entire model run. To make matters worse, that model run began right at the dawn of the so-called “malaise era,” which slapped imported cars with the same oppressive regulations as domestics, resulting in gigantic added-on bumpers and power-sapping emissions controls. Bigger, heavier, and less sporty to begin with, the poor XJS had an uphill battle to fight in the US market.
Jaguar’s build quality and reliability was somewhat lacking during this time as well. Combine that with the typical luxury-car depreciation and high repair bills, and the result is a lot of cheap broken XJSs for sale. But cheap drivable XJSs? Those are harder to come by.
Jaguar’s 5.3 liter V12 was one of only two engines found under the bonnets of their cars in this era, the other being various sizes of the legendary XK inline six. Earlier versions of the V12 used four side-draft carburetors, but on this “HE” (High Efficiency) version, the big engine’s fuel needs are met by an electronic fuel injection system, with spark provided by a Lucas electronic ignition system. The seller says it “starts right up” and “you can drive it home,” which is more than I can say for any other sub-$2000 XJS I’ve seen for sale recently.
The body and paint, clearly, won’t win any prizes, but look at this interior! This leather, wood, and chrome environment looks absolutely delightful, even if it’s not perfect. A running V12 Jag with an interior like this is a mighty tempting package for under two grand, even if you know going in that it will break your heart and beat the shit out of your wallet. It feels blasphemous to consider attempting the $50 Rust-Oleum paint job on a Jaguar, but if ever there was a candidate for it, this may be it.
So that’s what I’ve found for you to consider today: a compact German luxury/sports sedan, and a British coupe that puts the “grand” in grand tourer. Which one will it be?
(Image credits: Craigslist sellers)
The merc is almost certainly the safer bet, but… Jag please!
Much as I yearn for a Jaaaag (and especially the v12 snarl), I have way more confidence that the 190 would be driveable a year after I bought it. On Mercedes forums, the 124 chassis is considered the last of the old ethos of ‘you can drive it forever’, and the manual handily checks the I want it box. Were the Jag a manual, I go that way as that would ensure that it didn’t become yard art in my care.
Except that’s a W201 chassis not a W124. Also, having owned a W124 (later) it has a host of problems, and was the most difficult car to work on I’ve ever owned. Seems like MB went out of their way to make things difficult.
Well, I stand (really, more of a slouch) corrected. That’ll teach me not to make a hasty comment during lunch without checking my facts!
This is tough – a 3 pedal 190E would be fun to bomb around in, but 100 miles in 5 years? To me that says “ALL MY RUBBER PARTS ARE SHOT”.
On the other hand we have a V12. I know I’d probably be lucky to get 100 miles out of any jag V12 in the *next* 5 years, but V12 miles are 3x as much as I4 miles because science, so there’s that.
In the end, I’d go Jag. I just can’t trust a car that’s mostly sat for 5 years.
I love the Jag, but if that’s what $2k gets you, I’d hold out for what four or five grand might get. The faux wire wheels are off-putting (along with some of the little cheesy add-ons), while the paint is just an opportunity to upgrade to a better colour (BRG or Ecurie Ecosse blue maybe) I don’t trust my ability to do it right, and while I’m probably in the minority, I prefer the lozenge headlights to the twin-rounds. Basically, by the time I made it into the car I want, I’d likely end up spending the same to get that car from the start.
On the other hand, that looks like a perfectly fine example of Baby Benz, and possibly the last affordable Benz that was legitimately The Best or Nothing instead of Acceptable Enough to Slap the Badge On.
The 190e is a hoot to drive, a good example of the “slow car, fast” school. If the Benz were regularly used/maintained, I’d be on board. But this one? Hard pass.
There are few things harder/more frustrating/expensive to resurrect than a “low-mile” Mercedes. If it’s sat for any length of time, count on rusty steel fuel tanks, clogged lines, clogged Bosch KE-Jet fuel distributors and injectors and lots and lots of NLA parts from MBZ. I had the ‘pleasure’ of attempting to revive one for friends (they’re still my friends, in spite of the car) a couple years back. The few times it ran, it was enjoyable to flog. But most of the time, it didn’t. It ended up going to a kid who’s slowly (the operative word here) working on LS/turbo swapping it. The kid promised me a ride whenever it’s done, which should be in another 10 years or so.
The Jag has character in spades and a voracious appetite for fuel, but I’d drive this one. Strip the finish, lay down some fresh paint and enjoy in a masochistic manner.
I’ve never owned a car from either marque, so that’s a toss-up, but the Jaguar is about four miles closer to me, so I’ll say that one.
I don’t recall, dig those Jags originally have those ugly chrome wheel arches or are those dime store add-ons?
Only an idiot would pick that Jag, and today I am that idiot.
The Merc makes sense. It’s a very straightforward engine, easy to work on, and while not cheap, I have a friend that has an old one and has found some great cheap parts for it on Amazon. Most of that engine is bulletproof, so it wouldn’t be too bad to keep it running. It also is a manual, something that you really don’t see in the states. Nice interior too. So yeah, that’s the smart choice.
But just the idea of a running V12 Jag with that many miles is too tempting. I’ve spent days in one of those engines, and despite what everyone says about a Jag’s reliability, that engine will run forever if you take care of it. Look at that one with 200k miles, and it’s still going. The reliability issues with that car are usually just every single other thing about it
I agree, but: am I the only American gearhead who rankles at calling a Mercedes a “Merc”? That’s a Mercury, you damn kids. Proper US shorthand for a Mercedes-Benz is “Benz.” “Merc” is taken, thank you very much. We don’t do that here.
I’m old and Scottish, we call Mercedes Mercs, always have. Despite transplanting myself to the states I can’t seem to drop it, even though now that I think about it no one here says it. A Mercury to me is a Mercury, simply because I’ve never dealt with them in any way. I didn’t really know they had a nickname. We never really got them in the UK, except as rebadged Fords, like the Sierra instead of the XR4Ti. Or the Ford/Mercury Capri
That Jag is ROUGH! Gimme the Benz. Those things are tanks, and it looks to be in pretty decent shape. The stick is a bonus.
I think the odds are better for keeping the Benz going long term, plus stick.
Had tyo go with the Jag, I know from experience a sbc fits in that engine bay and I think they even bolt straight up the GM sourced auto trans. You could have a 300HP reliable as all get out LS based 5.3 in this Jag for a few weekends of elbow grease. I think and actual swap kit from Jaguar specialties runs under a grand still as well.
The T400 behind the V12 won’t bolt up to a GM engine, but an adapter is available for $250, and you’ll need to find a torque converter and starter. Might as well bring in a T700 for overdrive instead.
I’ve never had any interest in Benzes. But about 15 years ago I did a Chevy 350 conversion on an ’87 XJ6 Vanden Plas, and it was totally worthwhile. Just made it an objectively better car, and the conversion kit from John’s Cars was both decently-priced and a breeze to install (wiring harness custom-made to fit my specific Jag and its ’93 Caprice donor engine and transmission, and totally reversible, too… no cutting, welding, or fabrication on my part, just had to drill a single small hole to relocate the washer fluid bottle). I’m pretty sure an LS conversion won’t fit under the hood (I seem to remember that), but I’d be happy with any mid-90s SBC or even LT1 rather than trying to maintain that V12, though I’d probably drive the V12 until it started giving me issues. I have no shame about Chevrolizing an 80s Jag… it’s no E-type. But I had such a good time doing the XJ6 conversion, I’ve been wanting to do an XJS one ever since.
And I love that the interior is in such nice shape. A halfway nice paintjob later, and Robert is your parent’s sibling.
I think the Chevrolizing of those Jags from the 80’s is great as well – glad you converted another one! They’re gorgeous cars and that option has kept a bunch more of them on the road then otherwise would’ve been. My ’82 XJ6 had a well-documented conversion done by a California shop, using an ’87 IROC Camaro as the donor for the engine and transmission. It’s certainly not perfect, but it has been an excellent car – I’ve driven it over 25,000 miles over the last several years without much issue. Never fails to get a thumbs up or approving nod when I take it out.
And April & David have wanted your Jag ever since, almost got a V12 once, but they don’t fit in early 90’s Accords…. Go Team Dreefee
Jag all the way, it just looks better and the engine swap you’re going to have to do to either will be easier in it. I’d like to see something like a 2JZ in it, but the SBC or LS swap is always an afternoon away.
Or, to simultaneously nod to Jag’s straight-six heritage and tickle David Tracy to death: would a Chevy Vortec 4.2 fit under there? I seem to remember it has an unusually tall deck height, though. But I’ve read that some creative grease monkeys are making power with those.
The Jag is really wanting a custom paint job.
The smart person in me would take the Merc. The Brit in me would take the Jag. Hey, John Steed drove an XJS!
The 190E is the better choice IMO. Manual, apparently not trashed, etc.
Granted I would have to set aside a fix it fund.
I’ve always liked the looks of those jags. The 190 always said I can’t afford a real Benz to me. So jag it knowing it would probably cost me less cash and wife annoyance credit to just get a mistress.
Base, entry level luxury cars always give me that vibe. They’re almost always a really watered down version of what the manufacturer is all about that are primarily leased by people making a stretch financially so they can conspicuously consume. IMHO the smart choice is almost always getting a top spec’d car from a regular manufacturer rather than a base spec one from a luxury brand.
I know it’s not a nice thing to say, but when I see people driving around in 2 series, Q3s, A classes, et cetera the first thing that comes to mind is “you’re trying to show off and no one who knows anything about cars is impressed”. If you NEED a luxury badge for whatever reason save your money and get a legit model from the brand…or spend your money on the top spec of a regular car, which is usually the same thing minus the badge.
A cousin working in financial services absolutely subscribes to this way of thinking. They have a loaded mainstream CUV instead of the entry luxury version. As was explained to me, clients perceive they’ll be gouged if they see a “luxury” car.
I mostly agree on the base spec from a luxury brand. A q3 that’s based on the same platform as a golf is a silly purchase, but a base model a6 or a4 that was originally designed to be a luxury car is still reasonable. You still get the chassis that has the luxury design intent. But a lot of people are still just buying those for the badge.
I don’t consider an A4 or A6 “entry level” to be honest. Hell, a 330i really isn’t at this point either. I’m more referring to stuff that has a 3 attached to the price, a luxury name, and a compact or subcompact designation…that’s usually built on a platform from a lesser brand (VW, Mini, etc).
All 3 of the cars you and I listed are excellent. My dad has an A6 with the supercharged V6 and it’s a hell of a sleeper, and I nearly bought a nice certified 330i earlier this year. Even the base 3 series is a great driving car. The A4 could use a redesign at this point but it’s still an elegant car.
I prefer the posts about the souls of dead Methodist ministers you can use to freak the shit out of your children to keep them off or on drugs.
1, 6, 3, 5, 2
I was really torn on this one. On the one hand we have an underpowered Mercedes. On the other a complex V12 with acne. In the end though, the fuel injected V12 won me over. I would likely have passed on a carbureted one. But those early EFI systems are pretty easy to get working right.
The Jag looks it just needs a paint job. But…its aV12 Jag….so…..parts availability, or lack thereof, mihght be an issue
But the Mercedes is from when they were built to literally last forever with proper maintainence, a challenge I am more willing to accept. Plus…manual.
I do want to ride in that Mercedes. I said yes to that the first time I saw Pebbles. 😉
Mark, you’re killing me. This is some straight up Sophie’s Choice stuff here. As I type this I STILL haven’t made a decision. I’m hoping it comes to me as I go on. You literally delivered me the car I was complaining about missing out on yesterday due to spousal denial.
The 190E. I’ve always loved its silhouette and footprint. I loved the idea of a somewhat smaller engine you have to wring the power out of. And at least this has the manual transmission with which to do it. Thing is, I’ve already seen the Regular Car Reviews episode for this very car, and it made me die inside to watch him try to get it up to speed with the pedal to the floor. That, coupled with the fact that it’s not as voluminous of an interior space for taller and broader guys like me, puts it more in a “I love it at the Louvre, but not on the bathroom wall” sort of way. Great, great car, just not quite right for me.
The Jag. This one desperately needs some TLC on the paintwork, but I think it can be turned around. Or just enjoy the (apparently) clean interior and ride around in stealth wealth. Jaguars are typically more amenable to bigger dudes like me and that V12 pulls like a freight train until it runs out of steam. I believe that if a guy is more proactive and preventative and knowledgeable, you can get ahead of most issues this could create. But I refuse to ever drop an LS in this thing. The V12, for all its complexity and foibles, is the heart and soul of this Jag. It makes no sense on the surface to choose this one between the two, but buying a Jag never does.
Jaaaaaaaaaaaaaag.
Give me the Jaaaaaaaaag for 0 logical reasons. I have always and will always love the lines of Jaguar coupes. They’re extremely elegant and I think almost all of them have aged well. Plus, V12. I know these engines are an absolute nightmare but there are a few shops in my area that specialize in British cars, so I assume I could get the support I’d need to keep it running and I’d only use it as a weekend car anyway.
As long as you understand the admission price is only the tippy top of the iceberg with these English luxobarges you can have a lot of fun with them. I consistently see all sorts of Jag coupes with V8s and V12s listed for well under 10 grand that have managed six figures of mileage. Every now and then a late 90s/early 2000s XJ cabrio that’s in nice shape pop up locally and I become more and more tempted to snatch it up.
Would it be a wise investment? Absolutely not. But in Clarkson’s words, “you have a Jaaaaaaaaaaag”
If I had a little more free cash flow, I’d be cajoling my wife to drive down to Centralia with me.
I picked the Jag of course, gimme that broke pimp look!