Few cars scream performance and exclusivity quite like a homologation special. The 1990 Mercedes-Benz 190E 2.5-16 Evolution II, often simply called the Evo II, is a prime example. With its aggressively sculpted fender flares and towering rear wing, this car is the antithesis of the understated elegance typically associated with Mercedes-Benz. Born from the fiery crucible of the German Touring Car (DTM) championship, the Evo II is one of just 502 examples built, each a testament to Mercedes-Benz’s relentless pursuit of victory on the track. While a standard 190E might blend into city traffic, the Evo II commands attention, a visual declaration of its high-performance pedigree. However, dismissing the Evo II based solely on its flamboyant appearance would be a mistake, for beneath the striking bodywork lies a deeply special and surprisingly versatile Mercedes.
The story of the Mercedes 190e Evolution II is intertwined with motorsport rivalry and engineering excellence. The original 190E 2.3-16, a capable sports sedan in its own right, inadvertently sparked a fierce competition, prompting BMW to develop the now-legendary M3. The ensuing battles on the track were legendary, culminating in Klaus Ludwig securing the DTM championship behind the wheel of an Evo II. This rich history and racing pedigree imbue the Evo II with a certain mystique, creating high expectations for the driving experience. While personal preferences may vary, for many enthusiasts, the Evo II represents a pinnacle of German performance engineering, a true hero car ready to be experienced.
Before exploring the driving dynamics, it’s crucial to understand the Evo II’s origins and development.
The Mercedes-Benz 190E itself emerged in 1982 as a response to tightening U.S. Corporate Average Fuel Economy (CAFE) standards. Mercedes-Benz needed a smaller, more fuel-efficient model to improve its overall fleet economy. Designed by Bruno Sacco, the compact Mercedes, internally designated as the W201, represented a significant shift for the company. Yet, despite its reduced dimensions, the 190E upheld the rigorous safety, durability, and luxury standards synonymous with larger Mercedes-Benz models. The incorporation of multilink rear suspension, an industry first at the time, contributed to the “baby Benz’s” exceptional handling and stability. The robust platform of the W201 not only made it an excellent luxury car but also an ideal foundation for motorsport aspirations.
Although Mercedes-Benz initially hesitated to engage in factory-backed racing following the devastating 1955 Le Mans disaster, plans were in place to make the 190E available for privateer teams in the World Rally Championship. However, the dominance of Audi’s all-wheel-drive Quattro rendered the rear-wheel-drive 190E virtually obsolete for rally competition before it even had a chance to compete. Consequently, Mercedes-Benz shifted its focus to the fiercely competitive German Touring Car racing scene. There was a significant hurdle to overcome: the standard 190E’s M102 2.3-liter four-cylinder engine, producing a modest 136 horsepower, was hardly track-ready.
To extract more performance from the engine, Mercedes-Benz collaborated with Cosworth, the renowned British engineering firm. 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. This enhanced engine provided the necessary firepower for track competition. To complement the newfound power and create a comprehensive performance package, the 190E 2.3-16 underwent further substantial upgrades. Subtle aerodynamic enhancements were made to the bodywork, reducing drag and lift. A close-ratio dog-leg five-speed Getrag manual transmission was fitted, along with a limited-slip differential to improve traction. Larger anti-roll bars, stiffer springs, and uprated dampers constituted the major suspension revisions, and the steering ratio was quickened for more responsive handling.
Privateer teams began racing the 190E 2.3-16 in DTM events starting in 1985, achieving some success. While championship victories remained elusive, the results were encouraging enough to pique BMW’s interest. In 1987, BMW launched its M3 with full factory support, escalating the competition. This move spurred Mercedes-Benz to intensify its own racing efforts and commit to a works program.
Mercedes-Benz responded by introducing the 190E 2.5-16 Evolution I in 1989. To meet homologation requirements, 502 examples were quickly produced and sold. The Evo I featured a larger 2.5-liter engine producing 201 hp, and wheel diameter increased to 16 inches to accommodate larger brakes for improved stopping power. The steering was made even quicker for sharper turn-in. Visually, the Evo I distinguished itself with wider fender flares and a more pronounced rear wing, although its styling was still relatively restrained compared to its successor. However, these refinements proved insufficient to maintain competitiveness as Audi, with its Quattro all-wheel-drive advantage, had also joined the DTM fray, further intensifying the battle for victory.
Consequently, in 1990, Mercedes-Benz unveiled the 190E Evo II, the ultimate and most extreme homologation iteration of the 190E. Engine modifications included revised induction and exhaust systems, improved engine management, and a higher 7800-rpm redline, boosting power to 232 horsepower. Larger 17-inch wheels were fitted at all four corners to handle the increased performance. The most dramatic changes, however, were to the bodywork. The distinctive teardrop-shaped fender flares and the imposing rear wing, while perhaps not perfectly aligned with Bruno Sacco’s original elegant design, were undeniably effective. The aerodynamic enhancements resulted in a remarkably low drag coefficient of just 0.29, providing Mercedes-Benz with the competitive edge it desperately needed.
Despite the intense competition, Mercedes-Benz’s persistence paid off. After a couple of years of development and racing, 1992 proved to be the 190E’s year. Driven by the skilled Klaus Ludwig, the Evo II secured the coveted DTM championship title for Mercedes-Benz, cementing its place in motorsport history.
Over three decades later, the Evo II continues to be highly revered by car enthusiasts and collectors alike. But what accounts for its enduring appeal? Rarity alone does not guarantee desirability, nor does it automatically translate into a rewarding driving experience, especially for limited-production models primarily engineered to satisfy racing regulations. With these questions in mind, stepping into the driver’s seat of the Evo II offers a chance to discover the magic behind the legend.
Once inside, with the door closed, the overt flamboyance of the exterior fades away. The interior presents a familiar 1980s Mercedes-Benz ambiance, characterized by high-quality materials and robust construction, reinforcing the brand’s reputation for durability and longevity. Upon closer inspection, subtle hints of the car’s performance focus begin to emerge. The more aggressively bolstered seats stand out slightly against the otherwise understated interior. The instrument cluster, with its classic Mercedes font, reveals an unexpectedly high 7800-rpm redline, atypical for a standard Benz. The gear shifter displays a dog-leg five-speed pattern, a nod to its sporting intentions. The small, aerodynamically optimized side mirrors, mounted at the base of the front door windows, are a distinctive feature – the left mirror rectangular, the right one smaller and stubbier, providing just enough reflection to alert the driver to overtaking cars. Looking through the rearview mirror, a window cover becomes apparent, reducing the rearward view. This was a clever solution to DTM regulations stipulating that rear wings must not obstruct visibility; Mercedes effectively reduced the visible window area to comply with the rules while retaining the large wing.
Pulling the shift lever down and towards the driver engages first gear in the dog-leg gearbox. While it takes a moment to acclimate to the unconventional layout, the positioning of second and third gears in a straight line facilitates quick and intuitive gear changes, particularly beneficial for track driving and minimizing the risk of missed shifts. The gear lever action is slightly stiff and has a somewhat plasticky feel, but it is precise and reassuringly robust. At higher speeds, rev-matching helps to smooth out downshifts and reduce notchiness in the gear changes.
The pedal arrangement is well-considered, and the footwell offers ample space despite the car’s compact dimensions. The clutch engagement is smooth and progressive, with a relatively broad and forgiving engagement point.
Once moving, the car immediately feels remarkably small and agile. The short dashboard, upright windscreen, low window line, and short hood, adorned with the iconic three-pointed star, contribute to a sense of compact dimensions and excellent visibility, except directly to the rear due to the reduced window size.
Within a few miles of driving, the seemingly contradictory nature of the Evo II starts to become apparent. It performs everyday driving tasks with surprising competence and refinement. It absorbs road imperfections smoothly, idles quietly, and emits a sporty yet restrained engine note. This is not the highly strung, temperamental machine that its aggressive styling might suggest. It’s a reminder that even with the “homologation special” label, the inherent engineering and fundamental quality of the underlying platform significantly shape a car’s overall character and usability.
However, when pushed harder, the Evo II reveals its true performance potential. Around 6000 rpm, the engine awakens with a distinct intake roar, a guttural four-cylinder growl that intensifies as the revs climb towards the redline. While the engine delivers ample torque at lower speeds, it truly thrives at higher revs, pulling strongly all the way to its 7800-rpm limit. The gear shifter feels more precise and engaging when used with greater urgency. The suspension, while compliant by modern standards, effectively manages body roll and remains composed even over mid-corner bumps and undulations.
Yet, the standout feature of the Evo II is undoubtedly its steering. Deceptively light at low speeds, the steering provides an exceptional level of feedback and communication, almost reminiscent of a mid-engined sports car in its responsiveness and feel. Although Mercedes incrementally quickened the steering ratio through the 2.3-16, Evo I, and Evo II iterations, it avoids feeling overly nervous or twitchy. Combined with the remarkably composed suspension, the steering creates what might be one of the most communicative and confidence-inspiring front ends in any front-engined car.
The brilliance of the Evo II lies in its remarkable balance and finesse. It is not a brute force machine that demands constant wrestling. Instead, it is beautifully balanced – communicative yet never overwhelming, intense in its engagement but not physically demanding. It rewards driving skill and precision rather than brute strength, making it a car that can be driven hard and enjoyed for extended periods. Furthermore, remarkably, the Evo II retains a high degree of everyday usability. It hasn’t sacrificed its fundamental capabilities as a comfortable and practical mode of transportation in its transformation into one of history’s most rewarding sport sedans.
This exceptional blend of performance and usability comes at a premium. While the Hagerty Price Guide doesn’t specifically track the Evo II, sales data reveals its significant value. Due to its rarity, the Evo II appears for sale less frequently than its predecessor, the 2.3-16. 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 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, particularly the performance models, are generally appreciating. The three-year value change for the Evo II is approximately +9.7 percent, while a #3 (Good) condition 2.3-16 has increased by 2.4 percent (and 10 percent since the start of 2024).
The Mercedes 190E Evo II occupies a rarefied position at the pinnacle of the DTM-influenced 190E spectrum, and prices for top-tier examples began to escalate sharply in 2022. For instance, 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, even celebrity provenance couldn’t surpass rarity, as a pristine, low-mileage Evo II with only 3317 miles sold for an astounding $544,000 at the end of 2023.
This upward trend for the Evo II is expected to continue, even amidst broader market fluctuations. The collector car status of homologation specials, particularly those from the iconic 1980s and 1990s, is becoming increasingly entrenched. Demographic trends support this, with a significant 72 percent of potential buyers seeking insurance quotes for the Evo II being Gen X or younger, indicating strong interest from a new generation of collectors.
Despite its visually outrageous appearance, the Mercedes 190E Evo II delivers a remarkably refined and near-perfect driving experience that lingers long after the drive is over. It represents a unique convergence of rarity and exceptional driving dynamics, solidifying its position as a highly sought-after collector car. Hopefully, those fortunate enough to own an Evo II will not hesitate to experience and appreciate its full potential on the road.
