Few automobiles scream their purpose as loudly as homologation specials. This thought immediately springs to mind when confronted with the imposing rear wing and aggressively flared fenders of the 1990 Mercedes-Benz 190E 2.5-16 Evolution II. Born as one of only 502 examples, this Evo II was Mercedes’ weapon of choice to conquer the fiercely competitive German Touring Car Championship (DTM). Its extroverted design is a stark contrast to the understated elegance of a standard 190E. However, as I was soon to realize, judging the Evo II solely on its bold aesthetics would mean missing the captivating duality that makes this particular Mercedes so extraordinary.
Approaching the driver’s side door, a blend of initial disbelief and the rich history surrounding this car fills my mind. The narrative of the original 190E 2.3-16 sparking BMW’s creation of the M3, the intense on-track rivalries that ensued, and ultimately, Klaus Ludwig’s DTM championship victory in an Evo II – these stories build significant expectations for the driving experience. While the Evo II might not have been my childhood dream car, it holds that coveted status for many, and I was about to discover why.
Before we delve into the exhilarating drive, let’s explore the origins of the remarkable 190 Mercedes Evo II.
The Genesis of the 190E and the Need for Speed
The Mercedes-Benz 190E, launched in 1982, was a direct response to the evolving automotive landscape, particularly the stringent U.S. Corporate Average Fuel Economy (CAFE) standards. Mercedes-Benz required a smaller, more fuel-efficient model to improve its overall fleet economy. This led to the creation of the Bruno Sacco-designed compact Mercedes, a significant departure for the brand but essential for competing in the burgeoning U.S. luxury car market. Despite its smaller dimensions, the W201 chassis (the 190E’s internal designation) maintained the high standards of safety, durability, and luxury synonymous with larger Mercedes models. Its innovative multilink rear suspension, an industry first, contributed significantly to the “baby Benz’s” exceptional handling and stability. This robust platform proved to be an ideal base not only for a luxury compact but also for something much more ambitious: racing.
Initially hesitant about factory-backed racing following the tragic 1955 Le Mans disaster, Mercedes initially intended the 190E for privateer teams in the World Rally Championship. However, the dominance of Audi Quattro’s all-wheel-drive system rendered the rear-wheel-drive 190E obsolete for rallying before it even had a chance to compete. Consequently, Mercedes shifted its focus to the fiercely contested German Touring Car Championship. There was a hurdle: the standard 190E’s M102 2.3-liter four-cylinder engine, producing a modest 136 horsepower, lacked the punch needed for competitive racing.
To amplify the engine’s performance, Mercedes collaborated with Cosworth, renowned for their engine expertise. Cosworth developed a 16-valve cylinder head that dramatically increased power output to 183 hp in European specification and 167 hp for the US market. Equipped with this enhanced engine, the 190E 2.3-16 was ready for the track. Complementing the newfound power, the car received a suite of upgrades. Subtle aerodynamic refinements reduced drag and lift, a close-ratio dog-leg five-speed Getrag manual transmission was installed, and a limited-slip differential enhanced traction. Larger anti-roll bars and stiffer springs and dampers constituted the major suspension modifications, and the steering ratio was sharpened for more responsive handling.
Privateer teams began racing the 190E 2.3-16 in the DTM from 1985, achieving some success. While not consistently championship-winning, these results were significant enough to spur BMW to enter the fray. In 1987, BMW unveiled its M3, backed by full factory support, marking a turning point in DTM competition and prompting Mercedes to escalate its own racing efforts.
Mercedes responded by launching the 190E 2.5-16 Evo I in 1989. To meet homologation requirements, 502 examples were quickly sold to the public. The Evo I featured a larger 2.5-liter engine producing 201 hp, 16-inch wheels to accommodate bigger brakes, and even quicker steering. Visually, the Evo I sported wider fender flares and a more pronounced rear wing, though it was still less visually dramatic than its successor. However, these enhancements proved insufficient as Audi’s entry into DTM intensified the competition further.
The Apex: The 190 Mercedes Evo II
In 1990, Mercedes-Benz unleashed the ultimate homologation iteration of the 190E: the Evo II. This model represented the pinnacle of 190E performance and design. Engine refinements, including revised induction and exhaust systems, improved engine management, and a higher 7800-rpm redline, boosted power to an impressive 232 horsepower. Larger 17-inch wheels were fitted at each corner, and crucially, the bodywork underwent a radical transformation. The “teardrop” fender flares and the towering rear wing, while perhaps not seamlessly integrated with Bruno Sacco’s original design language, were undeniably effective. This aerodynamic package reduced the drag coefficient to a mere 0.29, providing Mercedes with the competitive edge they desperately needed.
Despite the intense competition, the 190E Evo II, driven by Klaus Ludwig, finally secured the DTM championship for Mercedes in 1992. This victory cemented the 190E Mercedes Evo II’s legendary status.
Behind the Wheel: More Than Just Outrageous Looks
Even three decades later, the Evo II remains an object of fascination and reverence. But what underpins this enduring appeal? Rarity alone doesn’t guarantee greatness, nor does it ensure a rewarding driving experience, especially for homologation specials primarily engineered to achieve racing success. With this in mind, I opened the door of the 190 Mercedes Evo II and slid into the driver’s seat.
Once inside, with the door closed, the overt exterior theatrics fade away. The interior presents itself as classic 1980s Mercedes-Benz, characterized by high-quality materials and robust construction that underpin the brand’s reputation for durability. However, closer inspection reveals subtle hints of the car’s performance pedigree. The more aggressively bolstered seats stand out against the otherwise understated interior. The familiar Mercedes gauge font now includes a surprisingly high 7800-rpm redline, and the gear lever reveals a dog-leg five-speed shift pattern. Tiny, aerodynamically optimized side mirrors, rectangular on the driver’s side and a stubby square shape on the passenger side, are mounted at the base of the front door windows – minimalist but functional. Looking through the rearview mirror, a window cover is noticeable, designed to minimize the rearward view. This clever solution was implemented because DTM regulations stipulated that rear wings could not obstruct the driver’s field of vision, so Mercedes effectively reduced the window size to obscure the wing.
Engaging first gear in the dog-leg gearbox requires a brief adjustment. While the one-two shift isn’t lightning fast, the alignment of second and third gears makes for fluid transitions, undoubtedly beneficial for minimizing missed shifts during track driving. The gear lever action is slightly firm with a hint of plastic feel but remains precise and reassuringly solid. At higher speeds, a well-executed rev-match smooths out downshifts, mitigating any notchiness.
The pedal placement is well-considered, and the footwell is surprisingly spacious for a car of this size. The clutch engagement is smooth and progressive, with a generous engagement window.
Once in motion, the 190 Mercedes Evo II immediately feels compact and agile. The short dashboard, upright windscreen, low window line, and the short hood adorned with the iconic three-pointed star all contribute to a sense of nimble proportions. Visibility is excellent in all directions except directly to the rear, due to the aforementioned window restriction.
Within a few miles, the inherent duality of the Evo II begins to emerge. It performs everyday driving tasks with remarkable ease and refinement. It effortlessly absorbs road imperfections, idles smoothly, and emits a sporty, yet not overly aggressive, engine note. This is not the highly strung, temperamental machine that its aggressive styling might suggest. It becomes clear that despite its “homologation special” designation, the inherent competence of the underlying 190E platform significantly shapes the car’s overall character.
However, when pushed harder, the Evo II reveals its true sporting nature. Around 6000 rpm, the engine’s intake noise intensifies into a guttural four-cylinder growl, becoming increasingly captivating as the revs climb towards the redline. The engine delivers ample torque at lower revs, but it truly thrives at higher speeds, eagerly pulling all the way to its 7800 rpm limit. The gearshift action becomes even more precise and rewarding under spirited driving. The suspension, while considered relatively compliant by modern standards, effectively manages body roll and remains composed even when encountering mid-corner bumps.
The steering, however, is the standout feature. Deceptively light at lower speeds, it provides an astonishing level of feedback and communication, almost reminiscent of a mid-engined sports car in its responsiveness. While Mercedes progressively sharpened the steering across the 2.3-16, Evo I, and Evo II iterations, it avoids feeling nervous or twitchy. Combined with the exceptionally balanced suspension, it creates what may be the most communicative and confidence-inspiring front end in any front-engined car I’ve ever experienced.
The brilliance of the Evo II lies in its inherent balance and finesse. It’s not an unruly beast that demands constant taming. Instead, it offers a harmonious blend of communication and composure – intense in its engagement but not physically exhausting. It rewards skillful driving rather than brute force, making it a car that can be driven hard and enjoyed for extended periods. Remarkably, despite its racing pedigree, the Evo II sacrifices none of the everyday usability of a standard 190E. It remains a comfortable and practical mode of transportation, seamlessly integrated with its status as one of the most rewarding sports sedans ever created.
The Price of Performance and Rarity
This exceptional blend of performance and everyday usability comes at a significant cost. While the Hagerty Price Guide doesn’t specifically track the Evo II, sales data reveals its exclusive nature and appreciating value. Due to its limited production, Evo IIs appear on the market less frequently than the earlier 2.3-16 model. Over the past five years, only 24 Evo IIs have been sold at auction, compared to 60 transactions for the more common 2.3-16. The average transaction price for a 190 Mercedes Evo II during this period is a substantial $296,000. For comparison, a #2 (Excellent) condition 190E 2.3-16 is valued at around $50,800. The value trajectory for the 190E platform, particularly the Evo II, is upward. The three-year value change for the Evo II is +9.7 percent, while a #3 (Good) condition 2.3-16 has increased by 2.4 percent (and 10 percent since the beginning of 2024).
The 190 Mercedes Evo II occupies a rarefied position within the DTM-influenced 190E lineage, and prices for top-tier examples began a steep climb in 2022. The 2.3-16 driven by Niki Lauda in the 1984 Nürburgring “Race of Champions,” for instance, fetched $344,102 at a 2023 RM Sotheby’s auction. However, even celebrity provenance couldn’t surpass the allure of rarity, as a pristine, low-mileage (3317-mile) Evo II sold for an astounding $544,000 at the end of 2023.
This upward trend is expected to continue for the 190 Mercedes Evo II, even amidst broader market fluctuations. The collector car status of homologation specials, especially those from the iconic 1980s and 1990s, is becoming increasingly entrenched. Demographic trends further reinforce this, with 72 percent of buyers seeking quotes for the Evo II belonging to Gen X or younger generations.
Despite its outwardly flamboyant appearance, the Evo II delivers a driving experience of clinical precision and near-perfect balance – an experience that lingers long after the drive is over. This car resides at the intersection of rarity and exceptional driving dynamics, firmly establishing its status as a coveted collector car. Hopefully, those fortunate enough to own a 190 Mercedes Evo II will not hesitate to fully experience its remarkable capabilities.
