Few automotive creations capture the imagination quite like homologation specials. The 1990 Mercedes-Benz 190E 2.5-16 Evolution II, often referred to simply as the Mercedes-Benz Evo, stands as a prime example. With its aggressively sculpted fender flares and a rear wing that commands attention, this vehicle is anything but subtle. Born from a desire to dominate the German Touring Car (DTM) championship, the Evo II was limited to just 502 units, each packed with performance enhancements that transformed the staid 190E into a track-ready beast. However, dismissing the Mercedes-Benz Evo II as merely an exercise in flamboyant aesthetics would be a mistake. As we delve deeper, we uncover a harmonious blend of outrageous styling and exceptional engineering that makes this Mercedes-Benz truly special.
Approaching the driver’s side door, the initial shock of the Evo II’s visual audacity begins to meld with the rich history surrounding this iconic car. The narrative of the original 190E 2.3-16 sparking BMW’s creation of the M3, the fierce on-track rivalries that ensued, and Klaus Ludwig’s eventual DTM triumph in the Evo II all contribute to the lofty expectations one has before even sliding behind the wheel. While the Mercedes-Benz Evo might not be every enthusiast’s ultimate dream car, it undoubtedly holds that position for many, and the anticipation of experiencing it firsthand is palpable.
Alt text: Mercedes-Benz 190E Evo II in motion, showcasing its iconic aerodynamic body kit and wheels.
Before exploring the driving dynamics, it’s essential to understand the Mercedes-Benz Evo II’s origins and development.
The Genesis of the Mercedes-Benz Evo
The Mercedes-Benz 190E, launched in 1982, emerged as a response to the stringent U.S. Corporate Average Fuel Economy (CAFE) regulations. Mercedes-Benz needed a smaller, more fuel-efficient model to improve its overall fleet economy. Designed by Bruno Sacco, this compact Mercedes represented a significant departure for the company, yet it was a necessary step to compete in the burgeoning U.S. luxury car market. Despite its smaller size, the W201, the 190E’s internal designation, upheld the rigorous safety, durability, and luxury standards synonymous with Mercedes-Benz’s larger vehicles. Its multilink rear suspension, an industry first, enhanced the baby Benz’s handling and stability, built upon a fundamentally robust chassis. This solid foundation made the 190E not only an excellent compact luxury car but also a perfect platform for motorsport aspirations.
Although Mercedes-Benz had withdrawn from factory-backed racing following the tragic 1955 Le Mans disaster, the company initially intended to offer the 190E to private teams for participation in the World Rally Championship. However, the Audi Quattro’s dominance with its 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 highly competitive German Touring Car racing scene. The initial hurdle was the 190E’s M102 2.3-liter four-cylinder engine, which, in its standard form, produced a modest 136 horsepower – hardly track-worthy figures.
To inject performance into the engine, Mercedes enlisted the expertise of Cosworth. Cosworth developed a 16-valve cylinder head that dramatically increased power output to 183 hp in European specification and 167 hp in the U.S. version. With this enhanced engine, the 190E now possessed the necessary power to compete. To complement the newfound horsepower and create a comprehensive performance package, the 190E 2.3-16 received a suite of upgrades. Subtle aerodynamic refinements reduced drag and lift, while a close-ratio dog-leg five-speed Getrag manual transmission and a limited-slip differential were added. Larger anti-roll bars, stiffer springs, and uprated dampers constituted the major suspension revisions, and the steering ratio was quickened for sharper responses.
Alt text: Overhead view of the Mercedes-Benz 190E Evo II, highlighting its boxy silhouette and prominent rear wing.
Privateer teams began racing the 2.3-16 in DTM in 1985 and achieved some success, although not quite championship-winning results. However, these efforts were enough to prompt BMW to enter the fray. In 1987, BMW launched its M3 with full factory support, signaling a serious escalation in DTM competition. This move spurred Mercedes-Benz to finally commit to its own factory racing program.
Mercedes-Benz unveiled the 190E 2.5-16 Evo I in 1989 and quickly sold the required 502 examples to meet homologation regulations for racing. The engine was enlarged to 2.5 liters, boosting power to 201 hp. Wheel diameter increased to 16 inches to accommodate larger brakes, and the steering was made 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. Despite these improvements, the Evo I wasn’t enough to secure dominance, as Audi’s factory team had also joined DTM, intensifying the competition further.
Alt text: Close-up of the Mercedes-Benz Evo II’s rear fender flare and iconic DTM wing, showcasing its aggressive styling.
Alt text: Detailed view of the Mercedes-Benz Evo II’s front fender, wheel, and brake setup, emphasizing performance enhancements.
Consequently, in 1990, Mercedes-Benz introduced the ultimate homologation version: the Evo II, the pinnacle of the 190E lineage. Revised intake and exhaust systems, enhanced engine management, and a higher 7800-rpm redline pushed power output to 232 horsepower. Larger 17-inch wheels were fitted at all four corners. However, the most striking transformation was in the bodywork. The distinctive teardrop-shaped fender flares, while perhaps not seamlessly integrated with Bruno Sacco’s original design, and the massive rear wing, reminiscent of a 1990s German interpretation of a Plymouth Superbird, were undeniably effective. Crucially, the aerodynamic enhancements worked; the Evo II achieved a drag coefficient of just 0.29, providing Mercedes-Benz with the aerodynamic edge it needed on the track.
Alt text: Front three-quarter view of the Mercedes-Benz Evo II, highlighting its unique fender flares and aggressive stance.
Despite the intense competition, it took a couple of seasons of racing development, but 1992 marked the 190E’s year of triumph. Driven by Klaus Ludwig, the Mercedes-Benz Evo II secured the DTM championship for Mercedes-Benz, validating the extensive engineering and development efforts behind this homologation special.
Even three decades later, the Mercedes-Benz Evo II remains highly revered. But why does this particular model continue to captivate enthusiasts? Rarity alone is insufficient to guarantee iconic status or a rewarding driving experience, especially for limited-production vehicles primarily engineered to fulfill racing requirements. With this question in mind, we open the door of the Mercedes-Benz Evo II to explore what lies within.
Alt text: Interior of the Mercedes-Benz 190E Evo II, showcasing its classic Mercedes-Benz design with sporty upgrades.
Inside the Mercedes-Benz Evo II: A Blend of Sport and Sophistication
Once inside, with the door closed, the overt aggression of the exterior fades, and it’s easy to momentarily forget you’re in a homologation special. The interior presents itself as unmistakably 1980s Mercedes-Benz, with materials and build quality that reinforce the brand’s reputation for solidity and durability. However, closer inspection reveals subtle yet significant details that hint at the car’s performance pedigree. The more heavily bolstered sports seats stand out slightly against the otherwise understated interior. The familiar Mercedes-Benz gauge font now surrounds a tachometer with a decidedly un-Mercedes-like 7800-rpm redline, and the gear lever indicates a dog-leg five-speed shift pattern. Tiny, aerodynamically optimized side mirrors, prioritizing minimal drag, sprout from the base of the front door windows – the left mirror rectangular, the right side smaller and stubbier, just providing enough reflective surface to register a car overtaking. Looking through the rearview mirror, you’ll notice a window cover that significantly reduces rearward visibility – a clever solution to DTM regulations stipulating that rear wings must not obstruct the driver’s field of vision. Mercedes effectively reduced the visible window area to ensure compliance while retaining the large wing.
Alt text: Rear window detail of the Mercedes-Benz Evo II, showing the factory-installed window restrictor for DTM homologation.
Engaging first gear requires pulling the shift lever back and down into the dog-leg first position. Adapting to the dog-leg gearbox takes only a few moments, and while the first-to-second shift is deliberate rather than lightning-fast – this isn’t a drag racer – the alignment of second and third gears makes for intuitive and rapid gear changes. This layout undoubtedly minimizes the risk of over-revving on the track. The gear lever movement between gates is slightly firm and has a faintly plastic feel, but it’s precise and never feels fragile. At higher speeds, a well-executed rev-match smooths out any notchiness during downshifts.
On the subject of pedal placement, the pedals are ideally spaced for heel-and-toe downshifts, and the footwell offers ample room despite the car’s compact dimensions. Clutch engagement is smooth with a relatively broad and forgiving bite point.
Alt text: Close-up of the Mercedes-Benz Evo II’s dog-leg manual shifter, a key feature for performance driving.
Once in motion, the Mercedes-Benz Evo II immediately feels remarkably compact – even tiny by modern standards. The shallow dashboard, upright windscreen, low window line, and short hood, punctuated by the iconic three-pointed star, all contribute to a sense of taut dimensions and excellent outward visibility, except directly to the rear due to the window restrictor.
Driving the Mercedes-Benz Evo II: A Masterclass in Balance
Within a few miles of driving, the inherent duality of the Mercedes-Benz Evo II begins to emerge. It performs everyday driving tasks with surprising ease and competence. It absorbs road imperfections without complaint, idles smoothly, and emits a sporty, though not overtly aggressive, engine note. This is not the highly strung, temperamental machine that its wild exterior might suggest. It’s a reminder that regardless of how exotic the term “homologation special” sounds, the fundamental engineering and inherent competence of the underlying platform significantly shapes a car’s overall character.
Alt text: Engine bay of the Mercedes-Benz Evo II, showcasing the high-revving 2.5-liter 16-valve engine developed for racing.
However, when you push harder, the true character of the Mercedes-Benz Evo II is revealed. Around 6000 rpm, the engine’s induction note intensifies, evolving into a guttural four-cylinder growl that becomes increasingly intoxicating as the revs climb. The engine delivers ample torque at lower engine speeds, but it truly thrives in the upper reaches of the rev range, pulling strongly all the way to the redline. The gearshift action seems to become even more precise and rewarding under increased driving intensity. The suspension setup, while relatively compliant by today’s often overly firm standards, expertly manages body roll and remains unfazed by mid-corner bumps and undulations.
Yet, it’s the steering that truly steals the show. Deceptively light at lower speeds, the steering weight and feedback are so communicative that you might be forgiven for thinking you were driving a mid-engined car. While Mercedes-Benz progressively quickened the steering ratios from the 2.3-16 to the Evo I and finally to the Evo II, it avoids feeling overly nervous or twitchy. Paired with the exceptionally composed suspension, it creates what is arguably one of the most finely tuned and communicative front ends in any front-engined car ever produced.
The brilliance of the Mercedes-Benz Evo II lies in its inherent agility and balance. It’s not a brute force machine that demands to be wrestled; instead, it’s remarkably balanced – communicative yet never frantic. Intense in its engagement, but not physically exhausting to drive hard. It rewards driving skill rather than demanding raw strength. This makes it the kind of car you could drive spiritedly and enjoy for hours on end. Furthermore, and perhaps surprisingly, the Evo II could easily serve as a daily driver. It didn’t sacrifice its core attributes as a comfortable and capable means of transportation in its transformation into one of history’s most rewarding sports sedans.
Alt text: Mercedes-Benz Evo II badge detail, signifying its special homologation status and collectibility.
The Mercedes-Benz Evo as a Collector’s Gem
This exceptional driving experience comes at a significant price. While the Hagerty Price Guide doesn’t specifically track the Evo II, sales data reveals their rarity and value. Due to their limited production, Mercedes-Benz Evo II models appear for sale less frequently than their 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 much more common 2.3-16. The average transaction price for a Mercedes-Benz Evo II during this period is approximately $296,000. For context, a #2 (Excellent) condition 190E 2.3-16 is valued at around $50,800. Values for the entire 190E platform are appreciating, with the three-year value change for the Evo II at +9.7 percent, while a #3 (Good) condition 2.3-16 is up 2.4 percent (and 10 percent since the start of 2024).
The Mercedes-Benz Evo II represents the pinnacle of the DTM-influenced 190E range, occupying a rarefied atmosphere in the collector car market. Prices for top-tier examples began a significant upward trend in 2022. The 2.3-16 that Niki Lauda famously drove at the 1984 Nürburgring “Race of Champions,” for example, 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 Mercedes-Benz Evo II with just 3317 miles sold at the end of 2023 for an astounding $544,000.
This upward trend is expected to continue for the Mercedes-Benz Evo II, even amidst potential market headwinds. The collector car status of homologation specials, particularly those from the 1980s and 1990s, is becoming increasingly entrenched as time passes. Demographics also play a role, with 72 percent of individuals seeking insurance quotes for the Evo II belonging to Gen X or younger generations, indicating strong interest from younger collectors.
The Enduring Appeal of the Mercedes-Benz Evo
Despite its visually outrageous appearance, the Mercedes-Benz Evo II’s meticulously engineered execution delivers a near-perfect driving experience that leaves a lasting impression. This car occupies a unique intersection of rarity and exceptional driving dynamics, firmly establishing its collector status without question. It is hoped that those fortunate enough to own a Mercedes-Benz Evo II will not hesitate to experience its capabilities on the road, ensuring that this homologation legend continues to be appreciated for its intended purpose.
Alt text: Front grille of the Mercedes-Benz Evo II, showcasing the iconic three-pointed star and classic Mercedes-Benz design elements.
