The Evolution of the Species: Ranking Every Mercedes-Benz S-Class Generation (2026 Edition)
As someone who has navigated the luxurious landscape of nearly every S-Class generation, I can personally attest to the distinct evolution of this iconic vehicle. Nearly 35 years ago, I piloted a 560 SEL across southern Australia, a journey that offered a profound sense of the S-Class legacy even before my own factory-fresh 350 SE test from the Mercedes-Benz Classic fleet in Stuttgart just a few weeks ago. Having experience with all six generations of this flagship sedan—and recently sampling a prototype for the seventh generation set to debut in the U.S. early in 2021—I have witnessed the S-Class transform from a symbol of pure mechanical engineering to the pinnacle of automotive technology and luxury.
Large luxury sedans have been a cornerstone of the Mercedes-Benz lineup for close to a century. However, it wasn’t until the W116 series was introduced in 1972 that these “Sonderklasse,” or special class, vehicles were officially named the S-Class. In the over half-century since its introduction, the Mercedes-Benz S-Class has become the world’s most successful large luxury sedan, outperforming rivals like Britain’s Jaguar XJ models and fending off challengers from Audi and BMW. The Mercedes-Benz S-Class price is a significant consideration for buyers, often reaching six figures, but for those seeking automotive excellence, it remains a benchmark.
W116: The Birth of a Legend
The 1972 W116 series replaced the W108 and W109 SE and SEL sedans, formally launching the S-Class nomenclature. This naming convention has since been adopted across the entire Mercedes passenger vehicle line. The W116 debuted several innovations stemming from the Mercedes safety research department, established in Sindelfingen in 1969. These innovations included a collision-protected fuel tank, a four-spoke safety steering wheel, A-pillars designed to keep side windows clean, and dirt-repellent, ribbed taillights. In 1978, the W116 became the world’s first volume production car equipped with antilock brakes.
The W116 was impressive for its time. Although contemporary XJ Jaguars may have offered more raffish sportiness, and you could procure a V-12 version, the W116 provided a superior blend of comfort and durability. It delivered on its promises. From the clear instrumentation to the shift gate that facilitated manual gear selection faster than any other automatic, this was a vehicle designed by engineers who understood and appreciated driving. Formula 1 triple world champion Jack Brabham once declared the 140-mph 450SEL 6.9, the ultimate W116 variant, as the best sedan in the world. After driving the 350SE, I can understand why he felt that way.
W126: The Epitome of Elegance and Durability
Launched in 1979, the W126 S-Class was the first Mercedes to forgo chrome bumpers and the first to feature the iconic semiotic power seat adjustment switches located on the door panels. The body-in-white was designed with frontal and rear crumple zones and constructed using high-strength, low-alloy steel to minimize weight. It was offered with a new V-8 engine family featuring aluminum blocks with silicon-coated bores, which eliminated the need for heavy iron liners. In 1981, the W126 was made available with a driver-side airbag and marked the debut of the seatbelt pretensioner. Over its 12-year production run, the W126 received continuous technical upgrades, including traction control and Daimler’s inaugural trip computer.
The best Mercedes-Benz S-Class to buy second-hand often remains the W126, renowned for its build quality and longevity. I recall driving a 560SEL in 1986, which already felt dated, primarily because its rear suspension was no match for the complex multi-link setups found in the newer 190E and W124 E-Class models. Yet, like all exceptional Benzes, its capabilities ran deep. As I wrote at the time, “I’m finding the harder I drive it, the better it feels. The handling is composed and assured, particularly through fast but rough sweepers. Use that marvelous transmission manually and exploit the powerful brakes to balance the chassis, then get back firmly on the throttle as the apex appears, and the 560SEL gets out of corners very quickly and cleanly, indeed.”
W140: The Technological Megalith
The 1991 W140 S-Class was conceived as a technological masterpiece. Daimler reportedly invested close to $1 billion and drove prototypes for over 1.8 million miles during the car’s development. Nearly every component—the engine, transmission, suspension, and air conditioning—was computer-controlled, with data traveling across a wiring network exceeding two miles in length. The front and rear suspensions were new multi-link designs. Engine options included a 3.2-liter inline-six, 4.2-liter and 5.0-liter V-8s, and a 6.0-liter V-12, all equipped with dual-cam heads and four valves per cylinder. The car also featured double-glazed side windows. The W140 was significantly larger, heavier, and considerably more expensive than its predecessor, the W126. It also possessed one noteworthy weakness.
The Lexus LS400: A Game Changer
That particular weakness was the introduction of the Lexus LS400. Toyota’s answer to the S-Class was remarkably quiet and refined, and significantly more affordable. The W140 was also criticized for its dimensions and weight—the 205-inch-long 500SEL I tested weighed just over 4,400 pounds. Despite these drawbacks, the W140 remains my personal favorite among all S-Class generations. It possesses the heft and solidity of the W124 E-Class, which I still consider one of the finest sedans ever created, and was, at the time, the best-handling big Mercedes ever built. The V-12-powered 600SE was a rocket on the autobahn, a worthy successor to the 450SEL 6.9, and the 300SE could be maneuvered with a balletic grace typically associated with much smaller vehicles. This historical perspective highlights the intensity of the Mercedes-Benz S-Class cost, as the development for the W140 set a new standard for automotive engineering.
W220: Streamlining for the Digital Age
The W220 S-Class emerged in 1998, intended to counter the perception of the W140 as an overweight, overly ostentatious luxury barge and to fend off the BMW 7 Series, which had outsold the Mercedes flagship since 1994. The W220 was shorter, narrower, lower, and lighter, boasting engineering backed by an impressive 340 patents. The W220 discarded the traditional Mercedes analog instruments for a digital dashboard, and drivers shifted gears by tapping the shifter left or right rather than guiding it along the familiar gate. Initial engine options included the modular 3.2-liter V-6 and a new single-overhead-cam 5.0-liter V-8. Mercedes claimed it was a more “likeable” luxury car than the W140.
For me, it wasn’t a success. While the W220 was impressively quiet and rode smoothly on the air suspension, the new 5.0-liter V-8 lacked the punch of its predecessor, and the 3.2-liter V-6 was less smooth under pressure than the old inline-six. Although the chassis fundamentals were sound, all the electronic systems working tirelessly behind the scenes made the W220 feel curiously distant and artificial, creating a disconnect between the driver and the road. Though difficult to pinpoint precisely, there was something about the W220 that suggested it was developed during an era when engineers no longer held dominance at Mercedes. It stands as my least favorite S-Class model.
W221: The Technology Overload
By the time the W221 S-Class made its global debut at the 2005 Frankfurt Motor Show, Mercedes-Benz had reversed its stance and decided that bigger was indeed better. The W221 was longer and wider than the W220 and weighed more, too, despite featuring aluminum front fenders, hood, trunk lid, and door skins. It also offered the widest range of engines ever installed in an S-Class, from a 201-horsepower 2.1-liter turbodiesel I-4 to a 621-horsepower, 6.0-liter V-12. The W221 dripped with cutting-edge automotive technology, from adjustable air suspension to radar cruise control to seat belts that would tighten around you if the car detected an impending crash.
However, some of that technology was, at the time, slightly ahead of its time. The seven-speed automatic transmission (immediately eclipsed by the eight-speed unit in the contemporary Lexus LS 460) constantly shifted through ratios to find the optimal setting. The night-vision system was technically functional but essentially useless, as it required the driver to look away from the road at
