As a confessed BMW E30 devotee, expressing admiration for a Mercedes might seem unexpected. However, the story of the Mercedes-Benz 190 E, especially its ultimate iteration, the Evolution II, is intrinsically linked to the E30 M3’s very existence. The brilliance of Mercedes’ 190 E race program paved the way, making it impossible not to respect and acknowledge this iconic vehicle.
This exceptional model belongs to Tetsuro Yamazaki, a name familiar to those who’ve followed the story of the Rauh-Welt Begriff 190 E. It’s clear Yamazaki-san possesses a deep passion for high-performance 190 Es.
We almost missed the chance to see this car; it was discreetly parked under a cover at the end of a winding path. It wasn’t until the final moments of a lengthy conversation about the 190 E that Yamazaki-san recalled its presence.
After noting our interest in a Tommykaira 190 E on a ramp in his workshop, Yamazaki-san excitedly led us away. “I’ll show you something cool,” he promised, sparking our curiosity. At this point, the anticipation was immense. The possibilities raced through my mind, ranging from unique kei-car minibuses to stately Japanese sedans. It was a mystery. But at the hilltop, concealed and waiting, was revealed a Blauschwarz masterpiece adorned with a prominent wing – a 190 E 2.5-16 Evolution II, one of only 502 ever produced.
It’s crucial to understand the setting: we were not at an ordinary garage. Tetsuro Yamazaki is the driving force behind RAUH-Welt Begriff’s mechanical operations, the expert responsible for ensuring Nakai-san’s RWB creations are track-ready for grueling endurance races. His expertise ensures these Porsches can perform at full throttle for 24-hour periods.
Beyond his Porsche work, Yamazaki-san’s passion extends to the boxy Mercedes-Benz 190 E. This dedication highlights the significance of the 190 E lineage, particularly the models honed for the Deutsche Tourenwagen Meisterschaft (DTM).
While the standard Mercedes 190 E range might not immediately strike one as remarkable, similar to the early BMW 3 Series (E30), it played a vital role. The 190 E became a common sight as taxis in Germany, a reliable workhorse for Mercedes-Benz. Its introduction in 1982 marked a strategic shift for Mercedes, emphasizing build quality and longevity to enhance the 190 E’s global appeal beyond its utilitarian image.
To elevate the 190 E’s standing, Mercedes sought entry into the world of rallying. However, the existing engine lacked the necessary performance for competitive rallying. Mercedes turned to Cosworth, renowned for their twin-cam four-cylinder engine development, to create a 16-valve version of the M102 8V engine. This collaboration led to the birth of the ‘190 E Cosworth,’ though officially, they were never badged as such. Despite the common moniker, the official designation remained simply 190 E 2.3-16.
Before the 190 E, Mercedes had campaigned the larger V8 SL in rallies, but rallying technology was rapidly advancing. The Audi quattro’s introduction of four-wheel drive revolutionized the sport, leaving rear-wheel-drive competitors at a disadvantage. This technological leap prompted Mercedes executives to reconsider the 190 E rally program. The lack of four-wheel drive and forced induction meant the 190 E was no longer competitive in top-tier rallying. Consequently, Mercedes discontinued the 190 E’s rally ambitions. However, this decision inadvertently paved the way for the Evolution II.
Imagine the Mercedes engineers, initially disheartened by the rally program’s cancellation, now faced with a powerful 16-valve engine and no clear direction. Engineers are problem solvers by nature, and they sought alternative avenues to race the 190 E. Without official factory support, they independently reached out to racing teams. The goal was to quickly develop a competitive, turn-key race car to keep the racing dream alive.
What transpired next was a pivotal moment in touring car racing history. To circumvent internal obstacles to 190 E motorsport initiatives, AMG, then an independent entity with close ties to Mercedes-Benz, was approached to develop the engine and chassis specifically for DTM competition. This “pre-merger” collaboration solidified the future Mercedes-AMG relationship. The resulting Mercedes-AMG 190 E immediately became a dominant force in DTM, compelling BMW to respond with the E30 M3. Thus, a legendary rivalry was born, defining the golden era of DTM.
This period is celebrated as the ‘golden age of DTM’ for valid reasons. Prior to this era, DTM race cars maintained a closer relationship to their road-going counterparts. Group A racing regulations were designed to foster a “race on Sunday, sell on Monday” connection with consumers. However, this was about to change. As BMW introduced the E30 M3 to challenge the initial 190 E DTM racer, continuous advancements and “Evolutions” became the norm as each manufacturer strived to outdo the other in subsequent years.
DTM regulations stipulated that race cars must be based on commercially available models. Therefore, a 16-valve version of the 190 E was necessary for DTM homologation. Uniquely, the race car concept preceded the road car’s development. The first 2.3-liter 16-valve 190 E debuted at the 1983 Frankfurt Motor Show, and by 1988, its engine capacity had increased to 2.5 liters.
By 1989, the competition intensified, and the cars diverged further from the base 190 E with the ‘Evolution I’ model. Regulations permitted modifications to the base car after initial homologation. Once the initial production run was met, only an additional 500 cars were required to homologate the updated version. Mercedes surpassed this minimum, producing 502 Evolution I cars. Both BMW and Mercedes maximized these homologation rules to enhance their racing machines. The Evolution I featured redesigned front and rear spoilers, wider wheel arches, and suspension upgrades. While the engine retained the 2.5-liter capacity from the 1988 update, it was refined for improved power delivery and reliability. Yamazaki-san also owns this Evolution I variant, demonstrating his profound appreciation for the 190 E lineage.
Then came the Evolution II, the car featured here, launched in 1990. It represents the zenith of Mercedes 190 E development. By this point, the gloves were truly off in the DTM arms race. Aggressive wide arches, new six-spoke wheels, and the signature towering rear spoiler unequivocally distinguish it from a standard 190 E. It utilized the short-stroke 2.5L engine from the Evolution I, further enhanced with the optional AMG Power Pack to produce 232bhp. While this figure might seem modest by modern standards, especially with many hatchbacks exceeding 300bhp today, it’s remarkable for a naturally aspirated 2,500cc engine of that era. Peak power delivery above 7,000rpm provides an authentic DTM driving experience on public roads.
A standout feature of the Evolution II is its in-car adjustable ride height, a cutting-edge feature in 1990. Imagine the novelty of adjusting the car to ‘race’ height with the flick of a switch. Only 500 Blauschwarz examples were sold to customers, with an additional two silver cars retained by Mercedes. The car showcased here is one of these 500 black models, a true testament to the Dtm Mercedes legacy.
This overview of facts, figures, and milestones explains our excitement upon discovering this car at Yamazaki-san’s workshop. Having just photographed his Evolution I, the sudden appearance of an Evolution II was a breathtaking surprise. This is no ordinary Evo II either. Yamazaki-san has prepared this car for track days, using it as Mercedes intended. BBS Mg magnesium wheels conceal Lamborghini Brembo monoblock front brakes and Porsche Brembo rear calipers, showcasing its performance upgrades.
The car’s visible use brings a smile, imagining it in action on the track. Examining the details, a MoTeC engine management system, period-correct RAID steering wheel, and Recaro seats are evident. Despite owning two incredibly rare and culturally significant Mercedes models, Yamazaki-san’s primary desire is simply to drive and enjoy them.
For me, this embodies car culture: passionately appreciating, enjoying, maintaining, and safeguarding exceptional vehicles, sharing them with fellow enthusiasts, and ultimately, driving them. Automotive knowledge is enriched when shared. Why conceal these remarkable machines from the world? There is far greater joy in seeing a car reflect its owner’s personality than observing a pristine, untouched example in isolation. Let’s remove the covers from rare cars more often and celebrate their stories.
Tetsuro Yamazaki, we commend your dedication to preserving and enjoying these automotive legends.
Ryan Stewart
Instagram: 7.nth [email protected]
Photos by Mark Riccioni
Instagram: mark_scenemedia[email protected]
