Few cars scream their purpose as loudly as homologation specials. The 1990 Mercedes-Benz 190E 2.5-16 Evolution II is a prime example. With its massive rear wing and aggressively flared fenders, this vehicle is anything but subtle. Born from the desire to dominate the German Touring Car Championship (DTM), the Evo II is one of just 502 units produced. While a standard 190E exudes understated elegance, the Evo II is its flamboyant, track-focused sibling. However, dismissing the Evo II based solely on its bold aesthetics would be a mistake, as beneath the surface lies a unique blend of performance and engineering that makes this Mercedes a true icon.
Approaching this legendary machine, initial awe mixes with the rich history surrounding it. The original 190E 2.3-16 spurred BMW to develop the M3, igniting fierce competition on and off the track. This rivalry, culminating in Klaus Ludwig’s DTM championship victory in an Evo II, has created significant anticipation for the driving experience. The Evo II might not be everyone’s dream car, but for many, it represents the pinnacle of 1990s performance sedans. Now, it’s time to experience this legend firsthand.
Before delving into the exhilarating drive, let’s understand the origins of the Evo II. The Mercedes-Benz 190E, launched in 1982, was conceived in response to stricter U.S. fuel economy regulations (CAFE). Mercedes needed a compact, fuel-efficient model to improve its overall fleet economy and compete in the burgeoning U.S. luxury car market. Designed by Bruno Sacco, this “baby Benz,” internally designated as W201, marked a significant shift for the company. Despite its smaller size, the 190E upheld Mercedes’ renowned standards for safety, durability, and luxury. Its multilink rear suspension, an industry first, contributed significantly to the car’s exceptional handling and stability. The robust platform provided an excellent foundation not only for a luxury compact but also for a competitive race car.
Initially, Mercedes-Benz hesitated to engage in factory-backed racing, a decision influenced by the tragic 1955 Le Mans disaster. However, the 190E was initially intended for privateer entries in the World Rally Championship. The emergence of the Audi Quattro and its all-wheel-drive dominance, however, rendered the rear-wheel-drive 190E less competitive in rally. Consequently, Mercedes shifted its focus to the German Touring Car Championship (DTM). The challenge was the 190E’s stock 2.3-liter four-cylinder M102 engine, producing a modest 136 horsepower, which was insufficient for competitive racing.
To boost engine performance, Mercedes collaborated with Cosworth. Cosworth developed a 16-valve cylinder head that dramatically increased power output to 183 hp for the European market and 167 hp for the U.S. version. This enhanced engine provided the necessary performance for track competition. To complement the increased power and create a well-rounded package, the 190E 2.3-16 received numerous upgrades. Subtle aerodynamic enhancements reduced drag and lift, a Getrag dog-leg five-speed manual transmission was installed, and a limited-slip differential was added. Larger anti-roll bars and stiffer springs and dampers constituted the major suspension modifications, and the steering ratio was quickened for sharper responses.
Privateer teams began racing the 190E 2.3-16 in DTM in 1985, achieving some success. While not consistently winning championships, these results were significant enough to prompt BMW to enter the competition. In 1987, BMW launched its M3 with full factory support, a move that spurred Mercedes to ramp up its own factory racing program.
Mercedes responded with the 190E 2.5-16 Evo I in 1989, producing 502 units to meet homologation requirements. The engine was upgraded to a larger 2.5-liter version producing 201 hp. Wheel diameter increased to 16 inches to accommodate larger brakes, and the steering became even quicker. The Evo I featured wider fender flares and a more pronounced rear wing, though its appearance was still relatively restrained compared to its successor. These refinements, however, proved insufficient as Audi’s entry into DTM intensified the competition further.
Consequently, in 1990, Mercedes unveiled the 190E Evo II, the ultimate homologation version of the 190E. Engine modifications, including revised induction and exhaust systems, improved engine management, and a higher 7800-rpm redline, boosted power to 232 horsepower. Larger 17-inch wheels were fitted on all corners. The most dramatic changes, however, were to the bodywork. The distinctive teardrop-shaped fender flares and the imposing rear wing gave the Evo II its unmistakable and aggressive stance. While some might find the styling a departure from Bruno Sacco’s original elegant design, these aerodynamic enhancements were functional and effective. The car achieved a drag coefficient of just 0.29, providing Mercedes with the aerodynamic edge it needed on the track.
Despite intense competition, 1992 proved to be the 190E’s year. Driven by Klaus Ludwig, the Evo II secured the DTM championship for Mercedes-Benz, cementing its place in motorsport history.
Even three decades later, the Evo II remains highly revered. But what makes it so special? Rarity alone doesn’t guarantee desirability, nor does it ensure a rewarding ownership experience, especially for homologation specials primarily engineered for racing success. With this question in mind, I opened the driver’s door and settled into the cockpit.
Interior view of the 1990 Mercedes-Benz 190E 2.5-16 Evo II, showcasing the classic Mercedes design and sporty upgrades.
Once inside, the racing pedigree fades into the background. The interior is unmistakably 1980s Mercedes-Benz, characterized by high-quality materials and robust build quality. It reinforces the reputation for durability and solidity these cars have always enjoyed. However, closer inspection reveals subtle performance-oriented details. The more aggressively bolstered seats are slightly out of place in the otherwise understated cabin. The instrument cluster, with its familiar Mercedes font, features an unexpectedly high 7800-rpm redline. The gear lever reveals a dog-leg five-speed shift pattern. Small, aerodynamically optimized side mirrors are mounted at the base of the front windows – the left one rectangular, the right one smaller and stubbier, just large enough to spot a car in your blind spot. Looking through the rearview mirror, a window-mounted panel partially obscures the view, a clever solution to DTM regulations that prohibited rear wings from obstructing visibility. Mercedes effectively reduced the visible rear window area to comply with the rules while retaining the large wing.
Pulling the gear lever down and to the left engages first gear. The dog-leg gearbox takes a moment to acclimatize to, and while the 1-2 shift isn’t lightning quick, the alignment of second and third gears makes for rapid and intuitive changes, especially beneficial on track to minimize missed shifts. The gear lever movement between gates is slightly firm and has a somewhat plastic feel, but it’s precise and reassuringly robust. At higher speeds, rev-matching smooths out downshifts.
The pedal arrangement is excellent, with ample space in the footwell despite the car’s compact dimensions. Clutch engagement is smooth and progressive with a forgiving bite point.
Once moving, the car feels remarkably small and agile. The low dashboard, upright windscreen, low window line, and short hood, adorned with the iconic three-pointed star, all contribute to a sense of compactness and nimbleness. Visibility is excellent, except directly to the rear, due to the aforementioned window restriction.
After a few miles, the dual nature of the Evo II becomes apparent. It performs everyday driving tasks with surprising ease and refinement. It absorbs road imperfections smoothly, idles quietly, and emits a sporty, yet not overtly aggressive exhaust note. This isn’t the highly strung, temperamental race car its exterior might suggest. It’s a reminder that even with the “homologation special” label, the inherent quality of the underlying platform significantly shapes a car’s character.
Pushing harder reveals the Evo II’s true colors. Around 6000 rpm, the engine’s induction noise transforms into a deep, resonant growl that intensifies as revs climb. While the engine provides ample low-end torque, it truly thrives at higher rpm, pulling strongly all the way to the redline. The gear shift action becomes even more precise and engaging under spirited driving. The suspension, while compliant by modern standards, effectively manages body roll and remains composed over mid-corner bumps.
However, the steering is the standout feature. Deceptively light at low speeds, it provides exceptional feedback and communication, almost reminiscent of a mid-engined sports car. Despite Mercedes progressively quickening the steering ratio through the 2.3-16, Evo I, and Evo II iterations, it avoids feeling nervous or twitchy. Combined with the superbly balanced suspension, it creates what might be the most communicative and confidence-inspiring front end in any front-engined car.
The beauty of the Evo II is its finesse. It’s not an unruly beast demanding constant taming. It’s remarkably balanced – communicative yet never frantic. Intense in its engagement, but not physically exhausting to drive hard. It rewards skill over brute force, making it a car you could enjoy pushing to its limits for hours on end. Remarkably, the Evo II doesn’t compromise its everyday usability to achieve its extraordinary performance. It remains a practical and comfortable car, capable of daily driving, while also being one of the most rewarding sport sedans ever created. Perhaps after enjoying a spirited drive, you’d want to ensure your Evo II is looking its best with a professional car detailing service, preserving its pristine condition and iconic status.
This exceptional driving experience comes at a significant price. While the Hagerty Price Guide doesn’t specifically list the Evo II, sales data is tracked. Due to their rarity, Evo IIs appear for sale less often than the 2.3-16 model. Over the past five years, 24 Evo IIs have been sold at auction, compared to 60 transactions for the more common 2.3-16. The average auction price for an 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. Values for the 190E platform are generally increasing, with the Evo II showing a three-year value increase of 9.7 percent.
The 190E Evo II represents the pinnacle of the DTM-influenced 190E lineage. Prices for top-tier examples began to escalate sharply in 2022. For example, the 2.3-16 driven by Niki Lauda at the 1984 Nürburgring “Race of Champions” fetched $344,102 at a 2023 RM Sotheby’s auction. However, rarity trumps even celebrity provenance, as a pristine, low-mileage Evo II with just 3317 miles sold for an astonishing $544,000 at the end of 2023.
This upward trend is expected to continue for the Evo II, even amidst broader market fluctuations. The collector car status of 1980s and 1990s homologation specials is becoming increasingly entrenched. Demographics support this trend, with 72 percent of quote requests for the Evo II coming from Gen X or younger buyers, indicating strong interest from a new generation of enthusiasts.
Despite its visually outrageous appearance, the Evo II delivers a meticulously engineered and near-perfect driving experience that leaves a lasting impression. This car occupies a unique position at the intersection of rarity and driving enjoyment, firmly establishing its collector car status. Hopefully, those fortunate enough to own a 190E Evo II will not hesitate to experience its full potential on the road or track.
Front grill of the Mercedes-Benz 190E 2.5-16 Evo II, an iconic symbol of Mercedes performance and heritage.
