For a devoted BMW E30 enthusiast, admitting admiration for a Mercedes might sound unusual. However, the Mercedes-Benz 190 E, especially its ultimate iteration, the Evolution II, commands respect, and rightfully so. Without the groundbreaking Mercedes 190 E race program, the iconic E30 M3 might never have existed. This story celebrates the 190 E Evolution II, a true icon of the Mercedes 80s era.
The stunning model featured here belongs to Tetsuro Yamazaki, a name familiar to those who read a previous article about his other 190 E. It’s clear Yamazaki-san has a profound passion for high-performance 190 Es.
Our encounter with this particular car was almost accidental. Hidden away under a cover at the end of a winding path, it wasn’t until the tail end of a lengthy conversation about 190 Es that Yamazaki-san recalled its presence.
After expressing our interest in the Tommykaira 190 E on his workshop ramp, Yamazaki-san excitedly led us away, exclaiming, “I’ll show you something cool.” We followed, unsure of what to expect – perhaps another unique Japanese vehicle. But as we reached the hilltop, there it was: a Blauschwarz masterpiece, be-winged and imposing. A rare gem, one of only 502 ever made – a Mercedes-Benz 190 E 2.5-16 Evolution II.
It’s important to note the context of this encounter. Tetsuro Yamazaki is not just any car enthusiast. He is the driving force behind RAUH-Welt Begriff’s mechanical operations, the man responsible for ensuring Nakai-san’s Porsches are built to endure grueling 24-hour races. While his Porsche expertise is well-known, his passion extends to another icon of German engineering: the boxy Mercedes of the 80s.
The standard Mercedes-Benz 190 E range, much like the BMW E30 3 Series, might not initially strike you as extraordinary. The 190 E became a common sight as German airport taxis, a reliable workhorse for Mercedes-Benz. Its arrival in 1982 marked a significant shift in Mercedes’ vehicle development philosophy, emphasizing durability and build quality as they aimed to elevate the 190 E’s image from an ‘everyman’ car on the global stage.
Initially, rallying was the intended arena to enhance the 190 E’s sporty image. However, the standard engine wasn’t up to par for competitive rallying. Mercedes turned to Cosworth, renowned for their expertise in twin-cam four-cylinder engine development, to create a 16-valve version of the existing M102 8V engine. This collaboration led to the birth of what is commonly known as the ‘190 E Cosworth,’ although officially they were never badged as such.
Before the 190 E, Mercedes had been competing in rallying with the larger V8 SL, but rallying technology was rapidly evolving. The Audi Quattro’s introduction of four-wheel drive revolutionized the sport, leaving rear-wheel-drive cars like the 190 E at a disadvantage. Consequently, Mercedes abandoned the 190 E rally program. This decision, while seemingly a setback, inadvertently paved the way for the Evolution II’s existence.
Imagine the Mercedes engineers, faced with a potent 16-valve engine but no rally program. Engineers are problem solvers, and they are not easily deterred. Undeterred by the lack of factory support, they sought alternative avenues to race the 190 E. They reached out to independent race teams, aiming to quickly develop a competitive race car, keeping the motorsport dream alive.
What transpired next was pivotal in touring car racing history. To circumvent internal resistance to 190 E motorsport endeavors, AMG, then an independent entity closely associated with Mercedes-Benz, was persuaded to develop the engine and chassis package specifically for the Deutsche Tourenwagen Meisterschaft (DTM). This ‘pre-merger’ collaboration solidified the bond between Mercedes and AMG. The Mercedes-AMG 190 E immediately asserted its dominance in DTM, prompting BMW to respond in kind with the E30 M3, igniting a legendary rivalry.
This era is celebrated as the ‘golden age of DTM.’ Initially, DTM race cars were closely related to their road-going counterparts, adhering to the ‘race on Sunday, sell on Monday’ ethos. However, this was about to change. As BMW introduced the E30 M3 to challenge the initial 190 E DTM cars, constant advancements and ‘Evolutions’ became the norm as both manufacturers strived for supremacy in subsequent years.
DTM regulations mandated that race cars be based on commercially available models. Therefore, to compete in DTM, a 16-valve version of the 190 E had to be produced for public sale. Remarkably, 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, pushing the boundaries further from the original 190 E with the ‘Evolution I’ version. Regulations permitted modifications to the base car after initial homologation, requiring only an additional 500 cars to homologate the updated version. Mercedes, never one to do things by halves, produced 502 Evolution I cars. Both BMW and Mercedes maximized this opportunity to enhance their racing machines and renewed their on-track battle. The Evolution I boasted new 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, a testament to his deep appreciation for the Mercedes 190 E lineage.
Then came the Evolution II, the car showcased here, launched in 1990. It represents the zenith of Mercedes 190 E development. By this point, the gloves were off. Massive wheel arches, distinctive six-spoke wheels, and the iconic rear spoiler unequivocally signaled that this was no ordinary 190 E. It utilized the refined short-stroke 2.5L engine from the Evolution I, enhanced with the optional AMG Power Pack, boosting output to 232bhp. While this figure might seem modest by modern standards, especially compared to today’s hot hatchbacks exceeding 300bhp, it’s remarkable for a naturally aspirated 2,500cc engine from that era. Peak power arrived above 7,000rpm, delivering a genuine DTM driving experience on public roads.
A standout feature of the Evolution II was its in-car adjustable ride height, a sophisticated technology for 1990. Imagine lowering the car to ‘race’ height with the flick of a switch on the console. Only 500 Evolution II models were produced in Blauschwarz (blue-black metallic), with an additional two silver examples retained by Mercedes. The car in these images is one of those 500 black models, a true collector’s item from the Mercedes 80s era.
This rapid succession of facts, figures, and milestones should illustrate why we were so captivated by the unveiling of this car. Having just photographed Yamazaki-san’s Evolution I, we were unexpectedly presented with an Evolution II. And this is no garage queen Evo II. Yamazaki-san has prepared this car for track use, frequently taking it into action, just as Mercedes intended. BBS Mg magnesium wheels conceal monoblock Lamborghini Brembo front brakes and Porsche Brembo rear calipers, showcasing its performance upgrades.
The car’s purposeful wear and tear is evident, a testament to its active life on the track. Examining the details, we noted a MoTeC engine management system, a period-correct RAID steering wheel, and Recaro seats, all hinting at its track-focused modifications. Despite owning two of the rarest and most culturally significant Mercedes models of recent times, Yamazaki-san’s primary desire is simply to drive them.
For many, this embodies the essence of car enthusiasm: obsession, enjoyment, meticulous maintenance, preservation of rare and interesting vehicles, sharing them with fellow enthusiasts, and, most importantly, driving them.
Automotive knowledge is enriched when shared. Why hoard automotive treasures and conceal them from the world? Greater joy lies in witnessing a car reflect its owner’s character, rather than observing a sterile, untouched museum piece. Let us unveil these rare machines more often.
Tetsuro Yamazaki, we commend your dedication to driving and sharing automotive passion.
Ryan Stewart Instagram: 7.nth [email protected]
Photos by Mark Riccioni Instagram: mark_scenemedia[email protected]
