Given how expansive the tuning landscape is in 2025, it’s hard to imagine a time when ordering aftermarket parts for your vehicle wasn’t as simple as the click of a button.
This shift is not limited to the aftermarket world. Almost every car manufacturer now offers a level of customization beyond just optional extras – think BMW’s M Performance, Mercedes-Benz’s AMG line, or Toyota’s GR series. In fact, today you can order an unpainted carbon fiber bonnet for the 2.5-ton Range Rover Sport directly from Land Rover as an option if you wish. However, whether or not this is a good idea is completely up for debate.
Rewind a few years, and such behavior from the OEM would be considered crazy. But with such high demand – and the ability to source replacement parts without voiding your warranty – it was only a matter of time before they wanted their share of the tuning pie.
Now, let’s go back in time even further, to a time long before you loved magazines Max Power and Super Street It brought the culture of tuning to the masses. Depending on how deep your pockets were, your options included throwing a party at home or enlisting the help of a local garage. But for those whose pockets were full of big money – or better yet, oil wealth – it was. last option.
How frustrating life was when not even Rolls Royce or Bentley could offer a personalized level of luxury to your car. the solution? Ask the wagon maker.
Coachbuilding has a rich history, with the first examples dating back to the early 1900s. For example, Alvis Cars will provide a basic chassis, which customers can then customize with a fully custom body and interior. Think of it as an early form of flaunting your car’s wealth, a One of one Special edition at an affordable price. But when everyone drives a car One of oneThe novelty wears off quickly.
The demand for these chassis-built cars gradually diminished over time, especially during the two world wars when many coachbuilders, such as Alvis, turned to aircraft production among other things. Mass production became the norm during the Second Industrial Revolution, and as such, truly low-volume vehicle construction did not return until the 1970s and 1980s with a new wave of extravagant designs catering to the wealthy.
Brands like ABC Exclusive, SGS Styling, Carat by Duchatelet, and Trasco were all big companies during this era, and became famous for taking orders that were anything but ordinary. This led to the production of some of the most exotic and exotic cars of the time, many of which rivaled those in the legendary collection of the Sultan of Brunei.
And it wasn’t just about the design. In-car entertainment was a major focus, with companies like Trasco installing CRT displays and multi-deck sound systems into their custom designs. The idea was simple: add more bling – more crystal, more leather, more extravagance – than anyone else to make your build more radical and expensive. It may sound corny, but when your clients include royal families, oil tycoons and arms dealers, it makes sense.
In recent years, this period has become known as the “1000 SEL” era, a term popularized by the wonderful Bram Corts website, 1000sel.comwhich thoroughly covers the history of those major brands and automakers along with many special edition vehicles.
Why 1000 torrent? One of the most popular luxury cars of the time was the Mercedes-Benz W126 S-Class. Renowned for its unparalleled engineering and luxury, the top-spec 500 SEL (and later 560 SEL) featured a 5.0-litre V8 engine and an extended wheelbase.
According to Bram’s research, in the 1980s, a customer in the Middle East reportedly ordered a heavily modified 500 SEL from SGS Styling in Germany. When the car was delivered, the customer told SGS President Chris Hahn that his car had been delivered “Twice as good as the regular 500 SEL” And he would like to have a badge on his back to represent that. What is double 500 SEL? 1000 LBP of course.
Although it was never an official model designation, the 1000 SEL badge quickly became a symbol of extreme modification and extravagance, especially in the Middle East, during the height of the oil boom. It was a kind of fluid media that existed before social media – a way for wealthy car owners to compete in creating the most extreme and expensive forms of luxury and sports cars.
The 1000 SEL era is much more complex than this very quick summary, and I urge you to dig into Bram’s website – it’s interesting to see what was done between 1975 and 1995, and the huge cost associated with each car. Especially now considering that these specific cars and styles are back in fashion.
But what really makes these cars great is the wealth and secrecy surrounding their buyers. Was it owned by a government employee? How did an entrepreneur find over $250,000 to spec a 1000 SEL in 1985? With such a limited history, trying to uncover the car’s past only adds an extra layer of suspense.
One thing is for sure, find any Keeping these cars in good condition is not an easy task. Even older parts from brands like Carat by Duchatelet cost more now Thousands – Assuming you can even find someone willing to sell it.
This is the place Speed Hunters Ordinary Higuchi-san enters the picture. He’s a classic Benz enthusiast, whose car history includes a 2JZ-powered 450 SLC, several Tommykaira W124s, and even a custom S124 converted with a 500 E. However, his latest project is the culmination of decades of passion taken with a twist Modern Japanese.
Mercedes never made a wagon version of the W126, but Higuchi-san’s 500 TE is far from the first conversion. You can thank the 1000 SEL era for that, and in particular, Zender who were early pioneers of the ‘TE’ W126 model. Zender was known for building several examples, including one with an SEC front end, much like Higuchi-san’s creation.
There’s no eBay search or AliExpress link to order W126 estate conversions, but fortunately for Higuchi-san, he didn’t have to start from scratch. This does not mean that the level of work required is less.
“This particular car was owned by a famous Japanese comedian in 1990.” Higuchi-san explains. “He loved American cars and thought about a Caprice wagon and also owned an S124 before he decided to build an S-Class wagon. In his view, a wagon that anyone could buy would be boring, so he wanted something customized.
Styling Garage Japan, the defunct wagon builder behind the original project, has been known for building some wild custom creations, including limousines and even a Z32 wagon.
Their work was highly appreciated, and when Higuchi-san saw this W126 become available in 2020, he jumped at the chance to own it.
However, the wagon has seen better days. It had been abandoned for years, the paint chipped, the frame rusted, and the bodywork damaged. Worst of all, the custom interior was completely dismantled. With spare parts unavailable, the only solution was to rebuild and restore with the utmost care. Two words that waste time and money like no other.
No matter the condition, the 500 TE had all the parts needed to restore it to its former glory. The bulk of the custom exterior trim was intact. He was just looking a little tired. When Style Garage Japan built the wagon, they used the back of the S124. This makes it seem relatively straightforward until you learn that the W126’s chassis is around 100mm wider than the W124’s. Each panel had to be cut, stretched, reshaped, and welded back into place – hundreds of man hours. You can see why the oil wealth of the past helped finance such a habit.
What makes this type of conversion so difficult is getting all the swing and trim lines from the W124 panels lined up with the W126. It would have been quicker to smooth everything out, but Higuchi-san was determined to keep the car looking as close to OEM as possible before adding his personal touches.
“When it was owned by the comedian, the original Anthracite Gray color was repainted to Mercedes Blue Black Metallic, before it was then changed to Light Blue.” Higuchi-san added. “Because the paint was so damaged, we stripped it completely and resprayed the entire case in palladium silver to give it a modern look while maintaining its original color.”
Since all the chrome and plastic trim around the windows had been custom-made by Styling Garage Japan (not a single piece of the W124 lined up with the original saloon elements), Higuchi-san had no choice but to powder coat the worn molds and polish the remaining pieces.
From the back, you’d be forgiven for thinking it was only The S124 is widened thanks to this angular boot and smaller taillights. However, Higuchi-san wanted to retain the full functionality of the trunk, which meant building a completely new custom floor panel and restoring all the plastic trim used inside. Up front, just like the 1980s Zender concept, a complete SEC conversion was done using all factory parts. Although it is less complex compared to manufacturing a trunk, doing it right still requires the front wings, bumper, headlights, grille, hood and front panel.
All of Higuchi-san’s builds take a similar approach in terms of what aftermarket parts they fit, the tell-tale sign being his HWA Asteroid wheels. Measuring 17 x 8.5-inch ET18 and 17 x 9.5-inch ET17, the Asteroids are almost identical to the original Penta/AMG design, and there’s one key fact: Higuchi-san makes their wheels in 17-inch sizes, whereas the original designs only existed in up to 16-inch sizes .
Behind those wheels, you’ll find 6-piston Brabus by Alcon brakes, which were first introduced as a tuning upgrade for the W124 in the 1990s. Aside from a significant improvement to the stock brake system, it provides a subtle nod to the 1000 SEL era without overshadowing the rest of the car. The stance is enhanced by Dkubus coilovers, and original AMG W126 parts are scattered throughout, including the exhaust, steering wheel and gauges.
It all comes together brilliantly. Higuchi-san has an annoying habit of building cars that seem to tick all the right boxes, and before you know it, you’re browsing eBay ready to set about building your own Benz. But this is a testament to his deep knowledge and passion for his cars and the era they represent. In a world of quickly assembled builds that are promoted and phased out at dizzying speed, it’s always refreshing to see what Higuchi-san has up his sleeve.
“Overall, the project took three years to restore and complete.” He adds. “There is still more work to be done, but such an interesting and unique car deserves to be properly restored. I don’t build my cars to promote or sell, but to drive and enjoy. I love the look of the estate, and I don’t Many people can believe that it was not a factory conversion.
There are very few cars that don’t look better in wagon form, and I don’t ever remember driving one and complaining that there was too much space. This is why I will always be a huge advocate for any estate vehicle; You’ll get all the benefits of a good sedan with enough room in the back to accommodate the whole family. And Higuchi-san’s W126 500 TE wagon is all the proof you’ll ever need that wagons make everything better.
Mark Riccione
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mark@speedhunters.com