Project Car: 190E 2.5-16 EVO II replica - The Roll Cage. Jul 28th 2. Product Release: Light weight Pulleys for M102 8v and 16v - Design Phase. Jul 16th 1.

mercedes-benz 190e s by Year 1987 Mercedes-Benz 190E. 1986 Mercedes-Benz 190E. More mercedes-benz Classics 170. 170D. 170S. 170V. 170Va. 180a. 190. 190E. 190SL

Few cars capture the zeitgeist of the ’90s like the BMW M3 E30 or Mercedes-Benz‘s DTM homologation-special 190E Evolution II. The former is even rarer than its competitive German counterpart, loved by the automotive industry for its ability to throw every rule out of the window when it comes to designing and making a sedan. For this, ‘Benz produced 502 examples of a road-going DTM-inspired 190E that packs a Cosworth inline-four mated to a dogleg five-speed manual transmission and a limited-slip differential. Now, number 473 is up for auction with Bring a Trailer. It was previously featured on BaT in 2015, when it cost a handsome $175,707 USD. Times are changing however, and the Evo II is now worth much, much more than that price. Since, we’ve seen clean examples sell for over $200,000 USD, and another for just under the $200k mark. This example is particularly special, showing just 11,000 miles on the clock and pristine bodywork and internals. Finished in “Blue-Black Metallic” over black leather, this car comes with the sought-after AMG PowerPack engine upgrades, self-leveling suspension, 17” wheels, an electric sunroof, heated Recaro front seats, air conditioning, and a Becker Grand Prix cassette stereo. As per the ’90s sedan design language, you’ll find aerodynamic upgrades including aggressive fender flares, a rear window spoiler, and an adjustable rear wing. As of writing, the 1990 Mercedes-Benz 190E Evolution II is sitting at $367,190 USD with just five hours of bidding left. Take a look at the car above, and find more on Bring a Trailer’s listing. In case you missed it, take a look at HYPEBEAST’s retrospective on the fast, furious, and forgotten era of modified cars.

Home Mercedes-Benz Classic 25 years of the Mercedes-Benz 190 E Evolution II. Foundation for the tradition of high-performance vehicles. 25 years ago, the 190 E Evolution II thrilled professionals and the general public alike when it was unveiled at the Geneva International Motor Show. The touring car developed for Group A racing on the basis of this sports saloon went on to acquire legendary status. Mercedes-Benz took the first three places in the DTM championship in the 1992 season with this vehicle, which was referred to succinctly as the “Evo II”. Today, the Evo II presents a fascinating spectacle as a works racing car from Mercedes-Benz Classic competing in historic motor sport events. 25 years ago, the sports saloon laid the foundations for the special tradition of high-performance vehicles such as are offered by Mercedes-AMG today – culminating in the C-Class in the current C 63 S of model series 205 rated at 375 kW (510 hp). Constant development and performance improvement. The Evo II did justice to its appearance by virtue of a further development of the vehicle. The engine’s output had been raised once again in comparison to the first Evolution model from the previous year, the Evo II now generating 173 kW (235 hp) of power as opposed to the previous 143 kW (195 hp). The top speed was 250 km/h, and the Evo II accelerated from a standing start to 100 km/h in seconds. The body had also undergone further refinement on an aesthetic and technical level. In all, 502 units of the Evo II were produced - available exclusively in blue black metallic. A departure from the doctrine of moderation and restraint. Mercedes-Benz presented the compact class W 201 in 1982 as a completely new, third main line in its passenger car range. The model series set new standards in efficiency, handling, safety, and design, while also lending the Stuttgart-based brand a younger and fresher image. The general public came to refer to the W 201 as the “190” or the “Baby-Benz”. Racing successes were to add magnificent sporty dynamism to the vehicle’s merits This vehicle marked a departure from the doctrine of moderation and restraint for the compact saloon. First successes in motor sports. The 190 E put in a brilliant performance in the opening race of the new Nürburgring in 1984. In 1988 Mercedes-Benz entered the German Touring Car Masters (DTM) with the racing tourer developed from the series production version, and Roland Asch finished the season as Vice-Champion. Meanwhile, the motor sport specialists in Stuttgart were already working on their next coup, developing the 190 E Evolution (1989) and 190 E Evolution II (1990) models on the basis of the road-going version of the sixteen-valve model. Then AMG assumed responsibility for converting the vehicles destined for racing use. Pure fascination – then and today. The Evo II had its racing debut on the North Loop of the Nürburgring in the DTM on 16 June 1990. In 1990 Kurt Thiim took 3rd place in the DTM, and in 1992 Ludwig won the DTM Championship ahead of Kurt Thiim and Bernd Schneider – all three driving a 190 E Evolution II. In the 1993 season, Roland Asch finished as runner-up in the successor to the Evo II. In March 2015, the Mercedes-Benz 190 E Evolution II celebrated its 25th birthday. To this day the young classic retains the fascinating allure that it first revealed when it was unveiled as a new compact sports saloon at the Geneva International Motor Show in 1990. This enduring appeal is particularly true of the 190 E Evolution II configured by Mercedes-Benz Classic as a works racing car, which adds a special shine to historic motorsport in its appearances at Youngtimer Trophy meetings.

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There are 11 Mercedes-Benz 190 - W201 for sale across all model years (1983 to 1993) and variants, 2 are 190 E 2.5-16 Evolution II and none are model year 1992. There were 24 190 E 2.5-16 Evolution II sold in the last 5 years. The ‘80s were good to Mercedes. The stalwart W123 chassis and its myriad forms further galvanized the brand’s reputation as a top-quality manufacturer of bulletproof luxury cars; they’d just released the second (official) generation of the venerated S-Class to the envy of gangster wannabes and junior executives alike; and it was the first decade since the ‘50s and that awful accident at Le Mans that the brand would return to premiere motorsport. For their debut season in the World Sportscar Championship in ’89, Mercedes and partner Sauber walked away with the manufacturer’s championship, winning seven of the eight races in the series. That car, the Sauber-Mercedes C9, would also claim outright victory at Le Mans in the same year—their first attempt at the race in more than three decades. In other words, Daimler’s automobile division was doing quite well for itself on the racetracks and roadways of the world, and in addition to these commercial and competitive successes, they also released a car with nearly unmatchable versatility, the Mercedes-Benz 190. Taken collectively, Merc made almost two million cars bearing the 190 designation, a gamut ranging from box-stock beige Moroccan taxi cabs packing workhorse diesels under the hood and no options whatsoever, to the homologation specials with wrung-out Cosworth-and-AMG-developed engines wearing aero kits shaped by wind tunnels and phDs. Before the Batman sedan that’s pictured here though, the first of the performance-oriented production 190s came to the world in the form of the 1984 190E Steering ratios, damper stiffness, ride height, aero, fuel tank capacity, bushing durometers; almost everything was tweaked, and it featured too many changes over the base models to list, but the most significant of the lot was the engine that gave the car its code-like model name. Originally, Mercedes planned to go rallying with the 190E, and they tapped the motor magicians at Cosworth to develop the existing inline-four into a race-capable unit. The car never really achieved anything on dirt though, as it was quickly made obsolete by the rapid developments in all-wheel drive and forced induction that characterized the sport’s ascension into Group B. No matter though, because the 190 was likely better suited to touring car racing to begin with, and so Mercedes went about homologating the 16-valve DOHC Cosworth motors for competition in the Deutsche Tourenwagen Meisterschaft (DTM). Early into production of the they held the now infamous one-make event at a rainy Nürburgring in 1984 (fun fact: this was inaugural race at the then-new GP course), in which a young Senna would drive to victory against canonized names like Lauda, Hill, Prost, Brabham, Scheckter, Surtees, and Rosberg. That’s more a Senna legend than a Mercedes one, but the car would have its day soon enough. To compete with the M3s and Sierras that were built to beat it in Group A touring car racing, the 190E received its first official “Evolution” model in 1989 in order to homologate the version of the Cosworth motor, as well as a new aerodynamic kit featuring wider wheel arches and a trick front and rear spoiler setup. It didn’t prove quick enough to beat the BMWs in ’89 though, and neither of the two could take down the Audi V8s and their Quattro systems in the following year. However, midway through the 1990 season, Mercedes completed the required 500-car production run of its downright wild Evolution II, and started to tip the scales in Stuttgart’s favor. With a massive factory-backed effort in 1991 headed by teams from AMG, Mercedes was able to take the manufacturers’ title in the DTM, and Evo II pilot Klaus Ludwig barely lost top honors in the drivers’ standings to Frank Biela and his Audi V8. The following year would see Biela’s and the rest of the Audis penalized for bending rules with their crankshafts, and Mercedes positively swept the season as a result, winning the manufacturers’ title as well as taking the top three rankings in the drivers’ championship. 1993 would see the introduction of new touring car regulations under the FIA, and the new, more exotic bodywork did not require further homologation this time around, making the Evolution II the last winner in the DTM under Group A regulations, aka the last to win during the series’ “golden era.” The race car earned the right to wear its ludicrously large rear wing and swept-back wide body arches then, but what about the road car that was homologated to support this aggressive package? One look at the street-spec Evo II betrays its date of birth, but to the vast majority not in the know, first impressions also conjure up words like “ricer,” “chav,” “boy-racer,” depending. Don’t listen to those people; they are either willfully or haplessly ignorant. This car is just plain rad, and the fact that such a bizarrely augmented creation was green-lit by the steely men of Mercedes makes it all the more so. And while I’m sure that many people I admire would disagree with me, I tend to think anything gaudy gets a free pass if it’s built by the factory. But then again, it’s not really gaudy at all is it? It’s purely functional—that’s kind of the whole point of homologation specials—and regardless of how the aero package looks, there is no disputing that it was designed solely to carve out an advantage on racing circuits. That should discredit any comparisons to Fast and the Furious right off the bat. After all, you wouldn’t level the same claims against the CSL “Batmobile,” would you? Now that I’m done preemptively defending it, I’ll try not to gush too much about what it was like to play around with one. A few months ago I attended the Lime Rock Park Historic Festival in Connecticut, and after a sublime day of old school vintage racing I had the pleasure of meeting up with Didier Lavion. You may recall the name from a previous story we did on his astounding collection of German modern classics, and since then he’s added an Evo II to his fleet of Teutonic titans. And here I was with the keys. I guess I’ve been in and around more traditionally appealing cars, but I have to say this is my number one, the instinctual answer to the ultimatum: “What is your favorite car?” Perhaps I’m just another enthusiast who prefers the products he grew up with, but that’s taking too much credit away from this remarkable machine. It defines the era it competed in, more so than the M3 even, and it also marked one of the last periods of attainable homologation specials. Its nostalgia factor is immense, but it isn’t just a novelty. I was set up for a big let-down then, and I knew it wasn’t going to shove me back into the chunky big-bolster seat, even with the magic fingers of Cosworth and AMG tickling the motor. The E30 M3 is notorious for being much slower in reality than it is in our heads, so what was I to expect from a car with two more doors and no more horsepower? I will be forever grateful to Didier for letting me find out how wrong I was to worry. To give a little more context, I’d driven to our meeting spot in my E34 M5, which has roughly 100hp over the Merc, so I already had a recent and definitively faster reference point. Despite this nagging doubt that the car could possibly live up to the levels I’d built it up to, I couldn’t get rid of the embarrassing full-face smile and the shaking hands I was apparently going to be stuck with during the drive. Careful not to scuff anything with my shoes or rub the bolsters too much, getting into the car was an activity mired in nervous reverence. This was my dream car, and I was going to drive it, even if it was just a short sprint up and down the road ahead of me. Once I’d muttered “wow” about a hundred times as I took stock of everything (in-car adjustable suspension switches, OEM-fitted stopwatches, limited edition plaques, etc.), it was finally time to put it in motion. A twist of the key was answered by the buzzy-brawny idle that’s typical of highly-tuned naturally aspirated four-cylinders, and a few precursory actuations of the clutch in neutral revealed a pretty standard level of resistance that translated into pretty standard degree of grabbiness once engaged. So far no surprises on the up or downside then, though I did get irrationally excited when I checked the rearview mirror out of habit only to be met with a scene comprised almost exclusively of the massive two-tiered wing and the window-shrinking roof spoiler; it’s not form over function, it’s just one kind of function taking precedence over another. The car was warm already, so I gave it a stab up to the middle of the rev range before shifting the dog-leg gearbox up and to the right for second gear. The immediate impression is that it’s a very responsive and connected powertrain, and I imagine swapping out the flywheel for something lighter would really accentuate this. That’s not to say there was any noticeable rev-hang though, and throughout my brief drive the engine always spooled up more than quickly enough to make rev-matching a very easy exercise; you get the sense that you could manipulate the five-speed Getrag all day as if you were driving one of the car’s distant taxicab cousins. That said, the Evo II is far from a plodding diesel, and the first real surprise of the day came when I let the tach complete its sweep. It won’t produce anything stellar in the quarter-mile, but it’s plenty quick. Really, it is. With right around 230 horsepower coming on late in the power band it’s very much like its M3 rival in that it only reveals its potential when you’re driving the snot out of it. I wasn’t hucking it off curbs and trading paint while riding on the redline of course, though it doesn’t take much talking with the car for it to tell you that’s what it wants to do. It’s a terrific momentum driver in that sense—it makes you feel like a pansy for not pushing harder—and I think it comes down to how long the chassis lets you keep your foot down. With a front and rear multilink suspension that was part of the homologation package, it’s no wonder the car consistently earns praise beyond the E30 by those who’ve driven both, and though I won’t pretend to have enough experience in either to make a final judgement, I can say that the Evo II is just plain planted. You can botch the apex like you walk with a white cane and it won’t ask you to lift off the gas, you just tweak the steering wheel and the car goes where it’s pointed. Like I said, this all needs to be framed by the fact that I didn’t have it on a track, nor for all that long in general. That short stint was enough for me, and while I would love to spend my life hot-lapping the Nordschleife in an Evo II, having any opportunity to drive your favorite car is a special occasion that should leave you happy with whatever time you can get, especially when it’s in something that never came to the US in the first place. The overall experience lived up to the expectations I had for this Merc, and if you ever want to drive a DTM car on the street this is as close as you’ll get to the experience in OEM form. And if your neighbors make fun of the “bodykit,” be sure to let them know their sedans never won touring car championships.

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^{これに伴い2.3-16は排気量を拡大し2.5-16へ発展、2.3時代には選択できたマニュアルトランスミッション車が日本仕様から外された。 1989年 - 190e 2.6に右ハンドル車を用意。190eおよび190e 2.6にスポーツライン登場、スポーツシートやリアスポイラーが装備された。} Mulsano Exclusive Luxury Cars z niemieckiego Hann ma w swojej ofercie wyjątkowe auto. Nie chodzi po prostu o sportową "190-tkę", lecz o oryginalnego Mercedesa 190 E Evo II. Na początku lat 90 Mercedes zbudował zaledwie 502 sztuki tego modelu, by otrzymać homologację dla aut startujących w wyścigach DTM. Egzemplarz nr 167 trafił właśnie do sprzedaży. Mercedes 190 Evo II - świetny stan, pełna historia serwisowa Według zapewnień sprzedawcy samochód jest w doskonałym stanie. Auto zarejestrowano po raz pierwszy w marcu 1992 roku i od tego czasu czarny Daimler przejechał zaledwie 55 198 km. Oczywiście, cały czas był serwisowany, o czym świadczą wpisy przy przebiegach 10 083, 21 479, 30 229, 26 150, 42 004 oraz 50 283 km. Wszystkie prace związane z utrzymaniem Evo II w doskonałej kondycji były przeprowadzane w ASO Mercedesa. Również lista wyposażenia samochodu jest długa: ABS, elektrycznie regulowane siedzenia, klimatyzacja, radioodtwarzacz, podgrzewane siedzenia, szyberdach. Ze zdjęć wynika, że auto rzeczywiście jest w idealnym stanie – ani lakier, ani skórzana tapicerka nie mają żadnych śladów użytkowania. Również felgi na aucie są oryginalne. Mercedes 190 Evo II - od skandalu do sukcesu Gdy spojrzymy na dane techniczne, od razu widać, że 190-tka Evo II to auto ze sportowymi genami. Przy opracowywaniu silnika tego modelu brała udział brytyjska firma Cosworth. Jego moc – 235 KM – z dzisiejszej perspektywy nie jest może powalająca, ale w niedużym Mercedesie 190 robi wrażenie. Do 4 tys. obr. nic nie wskazuje na to, że mamy do czynienia z prawdziwą bestią. Można nawet powiedzieć, że 16-zaworowa jednostka reaguje na gaz ospale. Ale po przekroczeniu tej wartości Evo II staje się bestią. I nie chodzi wyłącznie o osiągi, ale również o towarzyszący przyspieszaniu dźwięk. W sezonie 1992 ścigające się w wyścigach DTM Evo zdominowało imprezę, co po przejechaniu kilku kilometrów cywilną wersją nikogo chyba nie dziwi. Na koniec cena. Mulsano Exclusive Luxury Cars żąda za tego Mercedesa 190 Evo II 207 900 euro. Biorąc pod uwagę przebieg, stan i ceny modelu nie wydaje się to wcale oferta przesadzona. Co sądzicie?

The 190 E 2.5-16 Evolution was powered by the newly designed, high-torque, short-stroke engine, delivering 195 hp, exactly the same power as the engine of the 190 E 2.5-16. However, the engine of the Evolution variant left plenty of scope for power-boosting modifications. The suspension was also modified for the car’s use in motor sport

Zrodzony z intensywnej rywalizacji z BMW M3, Mercedes-Benz 190E był wynikiem współpracy ze słynną firmą inżynieryjną Cosworth. To właśnie Brytyjczycy wzięli standardowy, 8-zaworowy silnik o pojemności 2,3 litra i modernizując go, udoskonalili. W dalszej kolejności silnik powiększono do 2,5 l, i tak powstała wersja 190E Później przyszła kolej na homologacyjne wersje Evolution I i Evolution II, które są esencją tego modelu. W przypadku Evolution II uzyskano moc 232 KM już w cywilnej wersji. Podwozie W201 zostało wzmocnione przez większe stabilizatory, twardsze tuleje, mechanizm różnicowy o ograniczonym poślizgu, szybciej reagujące amortyzatory i krótsze przełożenie układu kierowniczego. Getrag dostarczył pięciobiegową skrzynię w układzie dogleg, aby zapewnić szybki i łatwy wybór biegów. Oferowany na aukcji egzemplarz Evo II to numer 106 z 502 wyprodukowanych. Został dostarczony jako nowy do salonu Mercedes-Benz we Frankfurcie w kwietniu 1990 roku. Nadwozie pokryte standardowym dla modelu odcieniem Blauschwarz Metallic z antracytową skórą prezentuje się bardzo dobrze. Dokumenty samochodu potwierdzają wyposażenie w podgrzewane fotele, czujnik temperatury zewnętrznej, elektrycznie sterowany szyberdach, tylne głośniki, poduszkę powietrzną i radio. Evo II posiada także dodatkową parę opcjonalnych spojlerów: stałe przednie skrzydło i tylny spojler montowany poniżej większego tylnego skrzydła. Egzemplarz z przebiegiem zaledwie 27500 kilometrów sprzedany został za 379 tysięcy dolarów podczas licytacji, która odbyła się 22 maja na wyspie Amelia na Florydzie. 1990 Mercedes-Benz 190 E Evolution II Ryan Merrill ©2021 Courtesy of RM Sotheby’s Link: AMELIA ISLAND | LOT 202 1990 MERCEDES-BENZ 190 E EVOLUTION II $350,000 – $400,000 USD $379,000 USD | Sold United States | Amelia Island, Florida 22 May 2021 Chassis No. WDB2010361F735138 Serial No. 106/500 Documents US Title VIEW HISTORY FILE A DTM homologation special from Mercedes-Benz No. 106 of 502 examples produced Delivered new to Germany Acquired by the consignor in 2001 then showing 1,500 km (~930 mi) Under 27,500 km (~17,100 mi) presently indicated 238 hp, 16-valve inline-four engine by Cosworth; five-speed Getrag manual transmission Born from intense competition with BMW’s superb M3, the Mercedes-Benz 190 E was the result of a partnership with famed engineering firm Cosworth. The W201 chassis was beefed up with larger anti-roll bars, harder bushings, limited-slip differential, quicker dampers, and a faster steering ratio. Getrag provided the five-speed dogleg gearbox to ensure fast and easy gear selection. Cosworth then took the standard 8-valve engine and fitted a light alloy cylinder head, dual-overhead cams, and four valves per cylinder. Continued development bumped engine displacement to liters in 1988. The initial “Evo” model overhauled the platform into a thoroughbred racer by installing a tuned version of the motor, larger brakes, and improved tires. Further enhancements included a wider front and rear track, stiffer adjustable suspension, and revised bodywork. For the Evolution II model, the engineers squeezed out an impressive 238 horsepower. Visually, the true highlight of the Evo II is the aero kit that features a towering rear spoiler, imposing fender flairs, and an even more aggressive front splitter. This Evo II offered here is the 106th of 502 built; it was delivered new to Mercedes-Benz Frankfurt in April 1990. Clad in the standard shade of Blauschwarz Metallic over Anthracite leather, this example’s build record indicates the fitment of heated seats, an external temperature sensor, power sunroof, rear speakers, airbag-equipped steering wheel, and a Mercedes radio. Acquired by the consignor in 2001 then showing 1,500 kilometers (~930 miles) and exported to Chile, this well-preserved Evo II presently shows under 27,500 kilometers (~17,100 miles) at time of cataloging. This particular example wears an additional pair of optional spoilers: a fixed front wing and rear decklid spoiler below the larger rear wing. This Evo II has been carefully preserved in climate-controlled storage and fastidiously maintained by authorized Mercedes-Benz dealers. The consignor states that car was taken for regular drives during their ownership to ensure proper mechanical function. This Evo II was professionally detailed and ceramic coated while within the consignor’s care, which was most recently provided in March 2020. With growing interest in historic motorsport has come renewed interest from collectors in the cars that were homologated in order to allow some of the greatest cars of all time to go racing in the first place. This Evolution II, now offered from twenty years of fastidious ownership by one owner, ranks among the most visually striking of all the homologation specials and warrants pride of place in any garage. This is a R/C car replica of the 1992 Diebels-Alt sponsored Team Zakspeed Mercedes-Benz 190 E 2.5-16 Evo.II as it competed in the 1992 DTM racing series in Germany. Tamiya has faithfully reproduced this sleek racing machine in 1/10 scale on the TT-01 Type E entry-level on-road chassis. The TT-01E chassis incorporates many features to make it Mercedes 190E Evolution II to marzenie niejednego miłośnika motoryzacji. Bez wątpienia jeden z najbardziej udanych projektów samochodów w serii DTM, w której tytuł mistrza Mercedes zdobywał trzy lata z rzędu. Kooperacja Cosworth i Mercedes-Benz rozpoczęła się, aby przełamać dominację Audi Quattro w grupie B. Ta niestety szybko została zawieszona, a Mercedes przeniósł swoje zainteresowanie na wyścigi samochodów turystycznych. Cosworth wziął na warsztat standardowy 8-zaworowy silnik M104 o pojemności litra i wyposażył go w lekką głowicę, dwa wałki rozrządu, a także cztery zawory na cylinder. Dalsze prace nad jednostką skutkowały powiększeniem pojemności silnika do 2,5 litra. Podwozie W201 ulepszone zostało o mocniejsze stabilizatory i tuleje, zmodyfikowany mechanizm różnicowy, szybciej reagujące amortyzatory oraz skrócone przełożenie układu kierowniczego. W finalnej, zbudowane w 502 sztukach wersji, to co najbardziej wyróżniało samochód, to monstrualny pakiet aerodynamiczny, spełniający swoje zadanie przy naprawdę wysokich prędkościach. Ten samochód wyścigowy na zwykłe drogi, z przebiegiem 5 tys. km, to pierwsze EVO II oferowane publicznie na rynku Ameryki Północnej. Ten must have każdej kolekcji związanej ze sportami motorowymi osiągnął na licytacji cenę 220 000 dolarów. Arizona to od dawna znane i lubiane miejsce rozpoczynające sezon aukcyjny. Miejsce szczególne, zrzeszające największych kolekcjonerów dzięki organizacji jednego z najważniejszych konkursów elegancji „Arizona Concours d’Elegance”, któremu tradycyjnie towarzyszą aukcje samochodów klasycznych. Westin Kierland Resort & Spa w Scottsdale to urokliwe miejsce, które gwarantuje niezwykłą i godną oprawę dla trzech znaczących aukcji organizowanych w 2017 roku przez domy aukcyjne Bonhams, RM Sotheby’s i Gooding & Co. Link: 1990 Mercedes-Benz 190 E Evolution II ARIZONA 19-20 January 2017 Chassis no. WDB2010361F734005 235 bhp, 2,463 cc Cosworth DOHC inline four-cylinder engine, five-speed manual transmission, independent front suspension with lower control arms, independent five-link rear suspension, and four-wheel hydraulic disc brakes. Wheelbase: in. The first Evo II offered publicly in North America One of 502 Cosworth-powered homologation specials One of the most successful DTM race cars, winning the title three years running 5,000 original kilometers; collector owned in Japan for two decades, never raced DTM upgrades, including Motec ECU and OZ DTM-specification wheels Of the cars homologated for the German Touring Car Championship (DTM) in the late 1980s, BMW’s M3 is credited for some of the Motorsports Division’s finest work. However, BMW’s fiercest competitor also produced its own incredible homologation special. That car is the Mercedes-Benz 190 E Cosworth. The partnership between famed engineering firm Cosworth and Mercedes-Benz began as a project to compete in Group B with the 190 E. However, the domination of the all-wheel-drive Audi Quattro quickly put the project on hold. Mercedes-Benz shifted focus toward touring car racing. The W201 chassis was beefed up with larger anti-roll bars, harder bushings, limited-slip differential, quicker dampers, and a faster steering ratio. Additionally, Getrag provided the five-speed dogleg gearbox to ensure fast and easy gear selection. Cosworth took the standard M104 8-valve engine and fitted a light alloy cylinder head along with dual-overhead cams and four valves per cylinder. Continued development on the car resulted in an increase in engine displacement to liters in 1988 and the Evolution variants of the 190 Cosworth. The initial Evo model overhauled the platform into a thoroughbred racer by installing a tuned version of the motor. A higher rev limiter, axle ratio, larger brakes, and better tires meant that the Evolution accelerated and stopped better than any 190 E. Further enhancements included wider front and rear tracks, stiffer adjustable suspension, and revised bodywork. For the Evo II model, Mercedes-Benz refined the developments of the Evo I. Again, the engineers managed to squeeze out more power to an impressive 235 horsepower. Brembo four-piston calipers were in charge of bringing the car to a rest. The true highlight of the Evo II is the aero kit that features a towering rear spoiler, imposing fender flairs, and an even more aggressive front splitter. The W201 chassis had finally reached the peak of success in 1992 when the Evo II took the overall victory in the 1992 DTM championship. While the phrase “race car for the road” rarely finds itself attached to cars befitting of the expression, this Evo II is a rare exception. The previous owner, finding the car not quite hardcore enough, upgraded a number of components from the DTM racers in order to increase the car’s overall performance. Racing exhaust manifold, full exhaust, intake manifold, custom header tank, individual throttle bodies, larger injectors, lightweight aluminum pulley, fuel cell system, and a Motec engine management system encompass the drivetrain upgrades. Additionally, chassis bracing, Brembo Monobloc brakes, larger suspension links, and DTM-specification OZ wheels keep the car planted through the turns. With only 5,000 kilometers, this exceptional 190 E stands as a unique and well cared for example of an already rare machine. As the first Evo II offered publically in North America, it is a must-have for any serious Mercedes-Benz and modern sports car collector.

HWA has announced that it has started development on a Mercedes-Benz 190E 2.5-16 Evo II restomod. Arguably one of the greatest DTM cars of all time, the Evo II - of which just 502 were made - is

Dziś Mercedes "Evo II" to fascynująca maszyna biorąca udział w wyścigach aut historycznych z ramienia oddziału Mercedes-Benz Classic. Kompaktowy, mocny i muskularny – w chwili premiery, 25 lat temu w Genewie, Mercedes-Benz 190 E Evolution II emanował pewnością siebie. Nie bez powodu – na jego bazie zbudowano turystyczny samochód wyścigowy nowej Grupy A mistrzostw DTM. Równocześnie Evo II był bohaterem ówczesnej ofensywy modelowej Mercedesa. To od niego zaczęła się historia sportowych sedanów klasy średniej, które dzisiaj reprezentuje Mercedes-AMG C 63 z silnikiem o mocy 475 lub 510 KM (typoszereg 205). Evo II stanowił dalszy etap rozwoju modelu 190 E Evolution (typoszereg 201), wprowadzonego w 1989 roku. Na potrzeby nowej wersji 16-zaworowa jednostka została wzmocniona ze 143 kW (195 KM) do 173 kW (235 KM), co pozwalało na przyspieszenie od 0 do 100 km/h w czasie 7,1 s i uzyskanie prędkości maksymalnej równej 250 km/h. Przy okazji przeprowadzono dalsze modyfikacje nadwozia i podwozia. Na potrzeby startów w wyścigach wariant Evo II otrzymał na przykład 17-calowe obręcze zamiast stosowanych wcześniej felg 16-calowych. Wyróżnikiem modelu był też pakiet aerodynamiczny z nowymi zderzakami ze zintegrowanymi spojlerami, poszerzeniami nadkoli oraz masywnym tylnym skrzydłem. Mercedes-Benz zbudował 502 sztuki Evo II – wszystkie w metalicznym, niebiesko-czarnym kolorze. W chwili premiery model wyceniono na 115 259,70 marek niemieckich (119 717,10 marek niemieckich w przypadku wersji z klimatyzacją). Dzisiaj ta fascynująca maszyna reprezentuje oddział Mercedes-Benz Classic w wyścigach aut historycznych z serii Youngtimer Trophy. Odejście od doktryny umiaru i powściągliwości W 1982 roku Mercedes-Benz zaprezentował zupełnie nową serię 201 – trzecią linię pojazdów osobowych. Znany jako „190” model ustanowił nowe standardy wydajności, prowadzenia, bezpieczeństwa i designu, a przy okazji otworzył markę ze Stuttgartu na młodszą klientelę. Początkowo „Baby-Benz”, jak szybko ochrzcili go dziennikarze i nabywcy, był oferowany z jednostkami benzynowymi o mocy 66 kW (90 KM; model 190) i 90 kW (122 KM; model 190 E) oraz wprowadzonym w 1983 roku silnikiem Diesla o mocy 53 kW (72 KM; model 190 D). Rok 1984 przyniósł zmianę wizerunku – w ofercie zadebiutowała żywiołowa odmiana 190 E (136 kW/185 KM). W ten sposób Mercedes-Benz zaczął odchodzić od doktryny umiaru i powściągliwości. Kariera 190 E rozpoczęła się w pięknym stylu – mało znany wówczas brazylijski kierowca Ayrton Senna wygrał za jego kierownicą inauguracyjny wyścig na nowym torze Nürburgring w 1984 roku. Cztery lata później Mercedes-Benz przystąpił do rywalizacji w mistrzostwach aut turystycznych (DTM) z samochodem opracowanym na bazie wersji seryjnej „190”. Roland Asch zdobył w tamtym sezonie tytuł wicemistrza, a inżynierowie ze Stuttgartu rozwijali już kolejny wariant modelu – 190 E Evolution. Zgodnie z wymogami Międzynarodowej Federacji Samochodowej FIA – organizatora wyścigów, zbudowano go w liczbie 502 sztuk. Rywalizacja w sporcie motorowym nierozerwalnie wiąże się z innowacjami. Latem 1989 roku, gdy wyścigowy 190 E Evolution z silnikiem o mocy 245 kW (333 KM) odnosił pierwsze sukcesy, na dobre rozpoczęły się prace nad jego następnym wcieleniem. Ostatni z 502 egzemplarzy Evo II zbudowano w Bremen w maju 1990 roku. Później przygotowaniem aut do udziału w wyścigach zajęła się firma AMG. W tym przypadku silnik wzmocniono do 274 kW (373 KM), a wybrane elementy karoserii wykonano z lekkich i wytrzymałych tworzyw sztucznych (pokrywa silnika i bagażnika oraz spojler). Torowy debiut Evo II nastąpił na Północnej Pętli toru Nürburgring, w wyścigu DTM zorganizowanym 16 czerwca 1990 roku. W finałowym starciu tej serii na torze Hockenheimring, 15 października, wszystkie trzy wspierane przez Mercedesa zespoły startowały już na nowej maszynie, a w ostatecznej klasyfikacji Kurt Thiim zajął nią trzecie miejsce. W 1991 roku Klaus Ludwig zdobył tytuł wicemistrza DTM, a rok później wywalczył mistrzostwo przed Kurtem Thiimem i Berndem Schneiderem – wszyscy za kierownicą 190 E Evolution II. W sezonie 1993 tytuł wicemistrza w następcy Evo II firmowanym przez AMG zdobył Roland Asch przed kolegą z zespołu, Berndem Schneiderem.

Introduced in 1990, the EVO II was the culmination of Merc’s 185PS (183hp) 190E 2.3-16v series that was born in 1983 and which was followed by the 195PS (192hp– with catalyst) 190E 2.5-16v in

“ Exclusive SeriesFully upgrade the Mercedes C11 and the Mercedes 190E Evolution II to unlock new Exclusive Series. ” In March 1990, at the Geneva Auto Show, the 190 E Evolution II was shown. With the success of the first Evolution model, this model's 502-unit production was already sold before it was unveiled. This car retailed in 1990 for USD $80,000. The "Evo II" included the AMG PowerPack fitted to the same short-stroke 2,463 cc ( L; cu in) inline-four engine as the Evolution, uprated at 235 PS (232 bhp; 173 kW) @ 7200 rpm and 245 N⋅m (181 lb⋅ft) of torque @ 5000 rpm, as well as a full SLS suspension allowing vehicle ride height to be adjusted from an interior switch. An obvious modification to the Evolution II is a radical body kit (designed by Prof. Richard Eppler from the University of Stuttgart) with a large adjustable rear wing, rear window spoiler, and Evolution II 17-inch wheels. Availability The MERCEDES-BENZ 190E EVOLUTION II is available in 3 series: Stuttgart vs. Munich bonus series in the Season 1 group Road Flair bonus series in the Pro/Am group. Mercedes-Benz 190E Evolution II (Exclusive Series) in the Exclusive Series category This vehicle was added in the Mercedes Update ( released in July 2018 and can be unlocked by earning 17 trophies in Road Flair. Fully-upgrading this car, once owned, will unlock Mercedes-Benz 190E Evolution II (Exclusive Series). This vehicle can be acquired for 80 or 64 with showcase discount. It has also been available for 56 as a 'Get it Now' price, unlocking Road Flair. This vehicle was available to win in the following special event: Mercedes-Benz Evo II Championship available in the Mercedes Update ( released in July 2018. Characteristics Stage PR(Upgrades) Top Speed Acc. Braking Cornering Cost Parts Base 155 mph249 kph s m g 80 G(64) Maxw/ R 161 mph259 kph s m g R46,200 (+174,100) 79 Max 182 mph293 kph s m g 121 (266) 1228 Top Speed(kph) 164 220 276 332 388 444 500 249 293 Acc.(s) Braking(m) 51 44 37 30 23 16 9 Cornering(g) Upgrades (28) Upgrade Duration R G 1 Engine: High Flow Air Filter 10 Minutes 8,000 5 2 Engine: Basic Engine Tuning — — 8 3 Engine: Performance Throttle Body 1 Hour 17,900 12 4 Engine: Increase Engine Bore — — 18 5 Engine: Performance Cylinder Heads 4 Hours 40,300 28 1 Drivetrain: Lightweight Flywheel 10 Minutes 7,400 5 2 Drivetrain: Uprated Sports Driveshaft — — 7 3 Drivetrain: Performance Limited Slip Differential 1 Hour 16,700 10 4 Drivetrain: Uprated Sports Gearbox — — 16 1 Body: Polycarbonate Window Replacements 10 Minutes 5,900 4 2 Body: Fibre Glass Panels — — 6 3 Body: Weight Reduction 1 Hour 13,300 9 4 Body: General Body Refinement — — 12 5 Body: Aero Optimised Undertray 4 Hours 29,800 20 1 Suspension: Improved Coil Springs 10 Minutes 6,800 4 2 Suspension: General Suspension Tuning — — 7 3 Suspension: Lightweight Sports Swaybar 1 Hour 15,300 10 4 Suspension: Uprated Sports Shocks — — 15 1 Exhaust: Performance Exhaust Tuning 10 Minutes 6,700 4 2 Exhaust: Custom Exhaust Headers — — 7 3 Exhaust: Performance Cat-back Exhaust 1 Hour 15,100 10 1 Brakes: Uprated Sports Brake Pads 10 Minutes 5,200 3 2 Brakes: Uprated Sports Calipers — — 5 3 Brakes: Uprated Sports Brake Discs 1 Hour 11,700 8 1 Tires & Wheels: Camber Alignment 10 Minutes 6,200 4 2 Tires & Wheels: Sports Compound — — 6 3 Tires & Wheels: Lightweight Racing Rims 1 Hour 14,000 9 4 Tires & Wheels: Camber & Toe Adjustments — — 14 TOTAL: 28 5 Hours10 Minutes 46,200+174,100=220,300 121 / 266 Colour keys White purchase before any upgradesOr instant purchase Green purchase after any upgrades Red only purchase For upgrades including PR values, please see the project page RR3 Wiki:Upgrades Section MERCEDES-BENZ, please be aware that PR values can vary depending on the upgrade order. Navigation MERCEDES-BENZ (12) 190E EVOLUTION II • AMG A 45 • SLS AMG • SL 65 AMG BLACK SERIES • SLS AMG GT3 • C63S • SLR McLAREN 722 • AMG GT3 • CLK-LM • AMG GT4 • AMG C 63 TOURING CAR • C11 Road Flair NISSAN SKYLINE GT-R V-SPEC (R34) • MERCEDES-BENZ 190E EVOLUTION II Stuttgart vs. Munich MERCEDES-BENZ 190E EVOLUTION II • BMW M3 (E30) Mercedes-Benz 190E Evolution II (Exclusive Series) MERCEDES-BENZ 190E EVOLUTION II

The Evolution models being the absolute top dog. Year: 1990. Model: 190E 2.5-16 Evolution II. Engine: 2.5 liter 16 valve inline four. Transmission: dog leg 5-speed manual. Mileage: 35,000 miles. Price: Bid to $61,290, reserve not met.

When it comes to enthusiast vehicles, few are as sought after or or as celebrated as genuine homologation specials. These race-bred machines help to skew the line between the road and the racetrack, while limited production numbers almost always help to drive value. The 1990 Mercedes-Benz 190E Evolution II is one of the most iconic of all the homologation racers, and now you have a chance to purchase a pristine example from Speedart Motorsports. The 190E Evolution II was the final model in the Stuttgart automaker’s run of DTM homologation cars from the late Eighties and early Nineties. The line began in 1983 with the arrival of the 190E which featured a Cosworth inline-four initially designed for rallying. Of course, Audi’s Quattro properly mucked those plans up, and Mercedes instead eyed the German Touring Car Championship for the hot 190E. Mercedes' participation in the series would inspire BMW to create the M3, and the sports sedan showdown we know and love today was born. By the time 1990 rolled around, the battle for DTM glory had escalated. By then, the 190E had received a larger Cosworth inline-four deemed the M102 E25/2, which featured a larger bore and a shorter stroke than the lump it replaced. The Evolution II also came standard with the previously optional AMG PowerPack, which saw output reach 232 hp and 181 lb-ft of torque. This was the last racing engine developed under Mercedes’ own moniker before AMG would take up the mantle. The engine was mated to a five-speed dogleg manual gearbox. Speedart Motorsports Other performance enhancements included Mercedes’ hydraulic rear suspension, complete with variable ride height functionality. The aerodynamics package was tweaked again for the Evolution II model as well, which tangibly reduced drag and increased downforce on the track. Only 502 examples of the Evolution II were produced between 1990 and 1991. All but two of the cars wear Blauschwarz Metallic paint, which looks as sinister as ever on this pristine example. Of course the condition of the car is to be expected with only 11,339 miles on the odometer. As such, the $475,000 might not come as a shock. While that is a ton of cash, the Mercedes-Benz 190E Evolution II is quite simply one of the coolest sedans ever built. Speedart Motorsports This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at Vehicle history and comps for 1990 Mercedes-Benz 190E 2.5-16 Evolution II VIN: WDB2010361F734267 - including sale prices, photos, and more.

Mercedes-Benz | Mercedes-AMG Click to rate this post[Total: 1 Average: 5]Mercedes-Benz saw BMW’s success with the E30 M30 and wanted to replicate it. They made the “Baby-Benz” in 1982. Just eight years later they took that recipe, enhanced it tenfold, and created a legend: the mighty 190 E Evo II. Only 502 were ever made. One just got sold this weekend for a hefty sum. It’s time to rewind. As my father tells me, life in the ‘80s was interpersonal, adventurous, whimsical and too fun to ever be forgotten. As a teenager he says that playing in the rain was something that everyone did and even though there wasn’t much to go around, people were content. There was time for everything. People lived with more passion and friendships were made to last. Being fully in touch with your surroundings was a thing that people took to the heart. It felt like anything was acceptable and possible in the ‘80s, even though we have it much, much easier today. In the span of a decade, we saw a lot of major events happening around the world. Germany and Eastern Europe were freeing themselves from the authoritarian Soviet regimes, hope was embracing everyone and there was a general feeling of real change at international level. The new decade was to come with challenges, but in that point in time, between 1989 and 1990, everything felt different. Courage, sacrifice, emotions, and freedom were defining a new era. Mercedes-Benz felt it In the midst of all that effervescent lifestyle, the Stuttgart-based carmaker decided its time to introduce the world to a car that was going to become the reason for full AMG integration. It started with the W 201 as a compact class representative, a new third main line for passenger cars made by Mercedes-Benz. Add Cosworth engines into this mix and the same gearbox BMW used for its E30 M3 plus some aero work and you got yourself a magnificent sports vehicle, a four-door sedan that’s gone wild. The first enhanced version of the 190 started with a brilliant performance at the race of the new Nürburgring in 1984. Just four years later, in 1988, Mercedes-Benz got the DTM vibes and joined the competition. They almost got a win. Not being champions pushed the company further and it eventually created the masterpiece known today as Mercedes-Benz 190 E Evolution II. The Germans finally got their DTM win in 1992 when the podium was only occupied by 190 E Evo II race drivers. Naturally, the street legal version was fated for infamy. The 473rd 1990 Mercedes-Benz 190 E Evo II Over 32 years have passed since then. Now we have ourselves an automotive legend. They build only 502 units and the 473rd sold this weekend on Bring a Trailer (BaT). This particular unit with the chassis number WDB2010361F738813 has the Cosworth DOHC inline-four engine, only 11,000 miles (18,000 km) on the odometer, a limited-slip differential, 17-inch wheels, an electric sunroof, self-leveling suspension, the AMG PowePack engine upgrade, air conditioning and a Becker Grand Prix cassette stereo. The car was first sold in Germany as BaT and relevant documentation confirm but has spent a lot of its life in Portugal, Greece, and the Netherlands. It arrived in the in 2020 and it will remain here to live the rest of its existence in Florida. It still has its original factory books, tools and import documentation. The owner is a Mercedes-Benz fan as he also owns a 14k-miles 2008 Mercedes-Benz S 65 AMG and in the past tried twice to get his hands on a 190 SL. Taking all of this into consideration and the fact that the 4-cylinder has motorsport connections, we think the $432,432 price tag is justified. But we’ll let you decide about this. With the launch of the 1990 Mercedes-Benz 190 E Evo II the German automaker understood it’s time to evolve. Understanding this segment has real potential and, after making just 502 cars, AMG engineers officially took over the high-performance vehicle line starting with the Mercedes-Benz E 50 AMG in 1993. After only six years, in 1999, AMG was bought by Daimler (at the time named DaimlerChrysler AG). This whole story tells us one important thing: to build something truly extraordinary you just have to start somewhere, just make that defining first step. The 1990 evolved Baby-Benz stands as testament to this as it has already passed the test of time.

Bad@%! “Baby Benz” 190E 2.5-16 Evo 2. A quarter of a century has elapsed since Mercedes-Benz debuted the ultimate derivative of what began in 1982 as a very sedate series of compact sedans. The 190E 2.3 (W201) arrived in the US in late 1983 and was an immediate success that offered a far more youthful group of buyers access to the legendary

Aug 21, 2021 at 10:46am ET If you’re in the market for one of the most exciting Mercedes-Benz sedans ever made we have this listing for you. You have the opportunity to purchase the legendary 1990 Mercedes-Benz 190E Evolution II homologation special through our friends at Speedart Motorsports. This groundbreaking sedan took the fight to the BMW M3 Evolution II during the sensational racing at the DTM touring car championship of the 1990s. This road-going sedan homologated the racecars needed for competition resulting in a race-bred driver’s car. If you want to purchase the best driver's car there’s a simple formula. Find a car built to homologate a racecar for motorsport use and then profit. Certain racing series require manufacturers to build a specific number of road cars to make their racing cars qualify for the series. This process leads manufacturers to pay special attention to the homologation cars so they have the best platform to build their racecars. More Mercedes-Benz News: The DTM arms race of the 1980s and 1990s between BMW and Mercedes-Benz is legendary. The newly minted 190E was the first German sports sedan on the market and promised customers a fun and practical package. BMW wanted a piece of this market and decided to develop the BMW M3 based on its popular 3-series platform. Then, both of these vehicles ended up not only competing for sales but also the top spot in the DTM Touring Car Championship in Germany. This rivalry lasted for years as both brands continued to up their commitment to winning on the racetrack. The win on Sunday sell on Monday ethos was front and center during this fiercely competitive match-up. Today, you can own this crown jewel of Mercedes-Benz’s efforts to win the DTM championship, the 1990 Mercedes-Benz 190E Evolution II. Besides its long name, this car is steeped in motorsport history and the perfect driver’s car to add to your collection.

^{In 1989, Mercedes-Benz was feeling the high-performance BMW M3 Sport Evolution heat. Naturally, they did not rake the fire and instead dropped the 190 E 2.5-16 Evolution homologation hero at the year’s Geneva Motor Show. Just 502 examples of the 190 E Evo I were produced to make it compliant with the DTM rules.} SPRZEDANY Żadna kolekcja zawierająca homologacyjne specjały nie będzie pełna bez EVO II. Kultowy status samochód ten zawdzięcza nie tylko swojemu wyścigowemu pochodzeniu, ale także fantastycznym właściwościom jezdnym. Zrodzony z intensywnej rywalizacji z BMW M3, Mercedes-Benz 190E był wynikiem współpracy ze słynną firmą inżynieryjną Cosworth. To właśnie brytyjczycy wzięli standardowy, 8-zaworowy silnik o pojemności 2,3 litra i modernizując go, udoskonalili. W przypadku modelu Evolution II wycisnęli z niego imponującą moc 232 KM. 190E Evolution II to najbardziej poszukiwana wersja 190-tki W201, która stała się symbolem przełomu lat 80-tych i 90-tych. Stworzony na bazie pierwszego kompaktowego samochodu Mercedesa, jest jednym z najbardziej udanych projektów samochodów w serii DTM, w której tytuł mistrza Mercedes zdobywał trzy lata z rzędu. Powstały 502 sztuki tego hojnie obdarowanego spojlerami wyścigowego potwora.

Bid for the chance to own a 1990 Mercedes-Benz 190E 2.5-16 Evolution II at auction with Bring a Trailer, the home of the best vintage and classic cars online. Lot #27,576.

Arnt's new Team Stadler motorsport-built 300hp original Mercedes-Benz 190E 2.5-16 Evolution. The rubbing sounds much worse than it is. The Toyo semi slicks a

Spec Sheet Mercedes-Benz 190E 2.5-16 EVO II 2 (1990) (car photo stats info specs brochure print parts ad vintage classic engine german auto) (930) $ 10.00

Mod has 3 Extras: Tinted Glass Half. Tinted Glass All Except Front. Tinted Glass All. Authors: Mod by Vladimir/Vova Dobarin Screenshots by Alexey Yurchenko. File Details: RAR / 26.7 MB. Download Mercedes-Benz 190E 2.5-16 Evolution II (W201) 1990 - www.modsup.com. Download Mercedes-Benz 190E 2.5-16 Evolution II (W201) 1990 - modsbase.com.

This new car – the 190 E 2.5-16 Evolution II – celebrated its world premiere at the Geneva Motor Show in March 1990. The 2.5 liter engine of the EVO II, as the car was known for short, developed an output of 235 hp (173 kW) and a torque of 245 Newton meters between 5000/min and 6000/min. Big thank you to Tobi (https://www.instagram.com/quattro_evolution_/) for the experienceBecome a Carmrade and get access to exclusive perks:https://www.youtu DZKDc.