The ‘80s were good to Mercedes. The stalwart W123 chassis and its myriad forms further galvanized the brand’s reputation as a top-quality manufacturer of bulletproof luxury cars; they’d just released the second (official) generation of the venerated S-Class to the envy of gangster wannabes and junior executives alike; and it was the first decade since the ‘50s and that awful accident at Le Mans that the brand would return to premiere motorsport. For their debut season in the World Sportscar Championship in ’89, Mercedes and partner Sauber walked away with the manufacturer’s championship, winning seven of the eight races in the series. That car, the Sauber-Mercedes C9, would also claim outright victory at Le Mans in the same year—their first attempt at the race in more than three decades. In other words, Daimler’s automobile division was doing quite well for itself on the racetracks and roadways of the world, and in addition to these commercial and competitive successes, they also released a car with nearly unmatchable versatility, the Mercedes-Benz 190. Taken collectively, Merc made almost two million cars bearing the 190 designation, a gamut ranging from box-stock beige Moroccan taxi cabs packing workhorse diesels under the hood and no options whatsoever, to the homologation specials with wrung-out Cosworth-and-AMG-developed engines wearing aero kits shaped by wind tunnels and phDs. Before the Batman sedan that’s pictured here though, the first of the performance-oriented production 190s came to the world in the form of the 1984 190E Steering ratios, damper stiffness, ride height, aero, fuel tank capacity, bushing durometers; almost everything was tweaked, and it featured too many changes over the base models to list, but the most significant of the lot was the engine that gave the car its code-like model name. Originally, Mercedes planned to go rallying with the 190E, and they tapped the motor magicians at Cosworth to develop the existing inline-four into a race-capable unit. The car never really achieved anything on dirt though, as it was quickly made obsolete by the rapid developments in all-wheel drive and forced induction that characterized the sport’s ascension into Group B. No matter though, because the 190 was likely better suited to touring car racing to begin with, and so Mercedes went about homologating the 16-valve DOHC Cosworth motors for competition in the Deutsche Tourenwagen Meisterschaft (DTM). Early into production of the they held the now infamous one-make event at a rainy Nürburgring in 1984 (fun fact: this was inaugural race at the then-new GP course), in which a young Senna would drive to victory against canonized names like Lauda, Hill, Prost, Brabham, Scheckter, Surtees, and Rosberg. That’s more a Senna legend than a Mercedes one, but the car would have its day soon enough. To compete with the M3s and Sierras that were built to beat it in Group A touring car racing, the 190E received its first official “Evolution” model in 1989 in order to homologate the version of the Cosworth motor, as well as a new aerodynamic kit featuring wider wheel arches and a trick front and rear spoiler setup. It didn’t prove quick enough to beat the BMWs in ’89 though, and neither of the two could take down the Audi V8s and their Quattro systems in the following year. However, midway through the 1990 season, Mercedes completed the required 500-car production run of its downright wild Evolution II, and started to tip the scales in Stuttgart’s favor. With a massive factory-backed effort in 1991 headed by teams from AMG, Mercedes was able to take the manufacturers’ title in the DTM, and Evo II pilot Klaus Ludwig barely lost top honors in the drivers’ standings to Frank Biela and his Audi V8. The following year would see Biela’s and the rest of the Audis penalized for bending rules with their crankshafts, and Mercedes positively swept the season as a result, winning the manufacturers’ title as well as taking the top three rankings in the drivers’ championship. 1993 would see the introduction of new touring car regulations under the FIA, and the new, more exotic bodywork did not require further homologation this time around, making the Evolution II the last winner in the DTM under Group A regulations, aka the last to win during the series’ “golden era.” The race car earned the right to wear its ludicrously large rear wing and swept-back wide body arches then, but what about the road car that was homologated to support this aggressive package? One look at the street-spec Evo II betrays its date of birth, but to the vast majority not in the know, first impressions also conjure up words like “ricer,” “chav,” “boy-racer,” depending. Don’t listen to those people; they are either willfully or haplessly ignorant. This car is just plain rad, and the fact that such a bizarrely augmented creation was green-lit by the steely men of Mercedes makes it all the more so. And while I’m sure that many people I admire would disagree with me, I tend to think anything gaudy gets a free pass if it’s built by the factory. But then again, it’s not really gaudy at all is it? It’s purely functional—that’s kind of the whole point of homologation specials—and regardless of how the aero package looks, there is no disputing that it was designed solely to carve out an advantage on racing circuits. That should discredit any comparisons to Fast and the Furious right off the bat. After all, you wouldn’t level the same claims against the CSL “Batmobile,” would you? Now that I’m done preemptively defending it, I’ll try not to gush too much about what it was like to play around with one. A few months ago I attended the Lime Rock Park Historic Festival in Connecticut, and after a sublime day of old school vintage racing I had the pleasure of meeting up with Didier Lavion. You may recall the name from a previous story we did on his astounding collection of German modern classics, and since then he’s added an Evo II to his fleet of Teutonic titans. And here I was with the keys. I guess I’ve been in and around more traditionally appealing cars, but I have to say this is my number one, the instinctual answer to the ultimatum: “What is your favorite car?” Perhaps I’m just another enthusiast who prefers the products he grew up with, but that’s taking too much credit away from this remarkable machine. It defines the era it competed in, more so than the M3 even, and it also marked one of the last periods of attainable homologation specials. Its nostalgia factor is immense, but it isn’t just a novelty. I was set up for a big let-down then, and I knew it wasn’t going to shove me back into the chunky big-bolster seat, even with the magic fingers of Cosworth and AMG tickling the motor. The E30 M3 is notorious for being much slower in reality than it is in our heads, so what was I to expect from a car with two more doors and no more horsepower? I will be forever grateful to Didier for letting me find out how wrong I was to worry. To give a little more context, I’d driven to our meeting spot in my E34 M5, which has roughly 100hp over the Merc, so I already had a recent and definitively faster reference point. Despite this nagging doubt that the car could possibly live up to the levels I’d built it up to, I couldn’t get rid of the embarrassing full-face smile and the shaking hands I was apparently going to be stuck with during the drive. Careful not to scuff anything with my shoes or rub the bolsters too much, getting into the car was an activity mired in nervous reverence. This was my dream car, and I was going to drive it, even if it was just a short sprint up and down the road ahead of me. Once I’d muttered “wow” about a hundred times as I took stock of everything (in-car adjustable suspension switches, OEM-fitted stopwatches, limited edition plaques, etc.), it was finally time to put it in motion. A twist of the key was answered by the buzzy-brawny idle that’s typical of highly-tuned naturally aspirated four-cylinders, and a few precursory actuations of the clutch in neutral revealed a pretty standard level of resistance that translated into pretty standard degree of grabbiness once engaged. So far no surprises on the up or downside then, though I did get irrationally excited when I checked the rearview mirror out of habit only to be met with a scene comprised almost exclusively of the massive two-tiered wing and the window-shrinking roof spoiler; it’s not form over function, it’s just one kind of function taking precedence over another. The car was warm already, so I gave it a stab up to the middle of the rev range before shifting the dog-leg gearbox up and to the right for second gear. The immediate impression is that it’s a very responsive and connected powertrain, and I imagine swapping out the flywheel for something lighter would really accentuate this. That’s not to say there was any noticeable rev-hang though, and throughout my brief drive the engine always spooled up more than quickly enough to make rev-matching a very easy exercise; you get the sense that you could manipulate the five-speed Getrag all day as if you were driving one of the car’s distant taxicab cousins. That said, the Evo II is far from a plodding diesel, and the first real surprise of the day came when I let the tach complete its sweep. It won’t produce anything stellar in the quarter-mile, but it’s plenty quick. Really, it is. With right around 230 horsepower coming on late in the power band it’s very much like its M3 rival in that it only reveals its potential when you’re driving the snot out of it. I wasn’t hucking it off curbs and trading paint while riding on the redline of course, though it doesn’t take much talking with the car for it to tell you that’s what it wants to do. It’s a terrific momentum driver in that sense—it makes you feel like a pansy for not pushing harder—and I think it comes down to how long the chassis lets you keep your foot down. With a front and rear multilink suspension that was part of the homologation package, it’s no wonder the car consistently earns praise beyond the E30 by those who’ve driven both, and though I won’t pretend to have enough experience in either to make a final judgement, I can say that the Evo II is just plain planted. You can botch the apex like you walk with a white cane and it won’t ask you to lift off the gas, you just tweak the steering wheel and the car goes where it’s pointed. Like I said, this all needs to be framed by the fact that I didn’t have it on a track, nor for all that long in general. That short stint was enough for me, and while I would love to spend my life hot-lapping the Nordschleife in an Evo II, having any opportunity to drive your favorite car is a special occasion that should leave you happy with whatever time you can get, especially when it’s in something that never came to the US in the first place. The overall experience lived up to the expectations I had for this Merc, and if you ever want to drive a DTM car on the street this is as close as you’ll get to the experience in OEM form. And if your neighbors make fun of the “bodykit,” be sure to let them know their sedans never won touring car championships.

Mulsano Exclusive Luxury Cars z niemieckiego Hann ma w swojej ofercie wyjątkowe auto. Nie chodzi po prostu o sportową "190-tkę", lecz o oryginalnego Mercedesa 190 E Evo II. Na początku lat 90 Mercedes zbudował zaledwie 502 sztuki tego modelu, by otrzymać homologację dla aut startujących w wyścigach DTM. Egzemplarz nr 167 trafił właśnie do sprzedaży. Mercedes 190 Evo II - świetny stan, pełna historia serwisowa Według zapewnień sprzedawcy samochód jest w doskonałym stanie. Auto zarejestrowano po raz pierwszy w marcu 1992 roku i od tego czasu czarny Daimler przejechał zaledwie 55 198 km. Oczywiście, cały czas był serwisowany, o czym świadczą wpisy przy przebiegach 10 083, 21 479, 30 229, 26 150, 42 004 oraz 50 283 km. Wszystkie prace związane z utrzymaniem Evo II w doskonałej kondycji były przeprowadzane w ASO Mercedesa. Również lista wyposażenia samochodu jest długa: ABS, elektrycznie regulowane siedzenia, klimatyzacja, radioodtwarzacz, podgrzewane siedzenia, szyberdach. Ze zdjęć wynika, że auto rzeczywiście jest w idealnym stanie – ani lakier, ani skórzana tapicerka nie mają żadnych śladów użytkowania. Również felgi na aucie są oryginalne. Mercedes 190 Evo II - od skandalu do sukcesu Gdy spojrzymy na dane techniczne, od razu widać, że 190-tka Evo II to auto ze sportowymi genami. Przy opracowywaniu silnika tego modelu brała udział brytyjska firma Cosworth. Jego moc – 235 KM – z dzisiejszej perspektywy nie jest może powalająca, ale w niedużym Mercedesie 190 robi wrażenie. Do 4 tys. obr. nic nie wskazuje na to, że mamy do czynienia z prawdziwą bestią. Można nawet powiedzieć, że 16-zaworowa jednostka reaguje na gaz ospale. Ale po przekroczeniu tej wartości Evo II staje się bestią. I nie chodzi wyłącznie o osiągi, ale również o towarzyszący przyspieszaniu dźwięk. W sezonie 1992 ścigające się w wyścigach DTM Evo zdominowało imprezę, co po przejechaniu kilku kilometrów cywilną wersją nikogo chyba nie dziwi. Na koniec cena. Mulsano Exclusive Luxury Cars żąda za tego Mercedesa 190 Evo II 207 900 euro. Biorąc pod uwagę przebieg, stan i ceny modelu nie wydaje się to wcale oferta przesadzona. Co sądzicie?

It was 1990 when the Mercedes-Benz 190E 2.5-16 Evo II made its debut. The model came with a 2.5-liter 16-valve four-cylinder engine that developed 232 horsepower. That power plant made the car accelerate from zero to 100 km/h (62 mph) in 8.1 seconds and reach a top speed of 250 km/h (155 mph).

Aug 21, 2021 at 10:46am ET If you’re in the market for one of the most exciting Mercedes-Benz sedans ever made we have this listing for you. You have the opportunity to purchase the legendary 1990 Mercedes-Benz 190E Evolution II homologation special through our friends at Speedart Motorsports. This groundbreaking sedan took the fight to the BMW M3 Evolution II during the sensational racing at the DTM touring car championship of the 1990s. This road-going sedan homologated the racecars needed for competition resulting in a race-bred driver’s car. If you want to purchase the best driver's car there’s a simple formula. Find a car built to homologate a racecar for motorsport use and then profit. Certain racing series require manufacturers to build a specific number of road cars to make their racing cars qualify for the series. This process leads manufacturers to pay special attention to the homologation cars so they have the best platform to build their racecars. More Mercedes-Benz News: The DTM arms race of the 1980s and 1990s between BMW and Mercedes-Benz is legendary. The newly minted 190E was the first German sports sedan on the market and promised customers a fun and practical package. BMW wanted a piece of this market and decided to develop the BMW M3 based on its popular 3-series platform. Then, both of these vehicles ended up not only competing for sales but also the top spot in the DTM Touring Car Championship in Germany. This rivalry lasted for years as both brands continued to up their commitment to winning on the racetrack. The win on Sunday sell on Monday ethos was front and center during this fiercely competitive match-up. Today, you can own this crown jewel of Mercedes-Benz’s efforts to win the DTM championship, the 1990 Mercedes-Benz 190E Evolution II. Besides its long name, this car is steeped in motorsport history and the perfect driver’s car to add to your collection.

This Mercedes 190E Evo II is chassis #130 of 502, showing 84k miles on its 2.5L Cosworth inline-four. Take this 1990 Mercedes 190E 2.5-16 Evolution II for instance.

Żadna homologacyjna kolekcja nie obędzie się bez EVO II. Baby Benz, stworzony jako baza dla samochodów DTM, to marzenie wielu. Zrodzony z intensywnej rywalizacji z doskonałym BMW M3, Mercedes-Benz 190E był wynikiem współpracy ze słynną firmą inżynieryjną Cosworth. Podwozie W201 zostało wyposażone w większe stabilizatory, twardsze tuleje, mechanizm różnicowy o ograniczonym poślizgu, twardsze amortyzatory i bardziej bezpośrednie przełożenie układu kierowniczego. Getrag dostarczył pięciobiegową skrzynię w układzie dogleg, następnie Cosworth wziął standardowy, 8-zaworowy silnik o pojemności 2,3 litra i modernizując go, udoskonalił. W przypadku modelu Evolution II inżynierowie wycisnęli imponującą moc 232 KM. Wyższy limit obrotów, większe hamulce i lepsze opony oznaczały, że Evolution przyspieszał i zatrzymywał się lepiej, niż kiedykolwiek wcześniej. Dalsze udoskonalenia obejmowały szerszy rozstaw kół, sztywniejsze, regulowane zawieszenie oraz zmodyfikowane nadwozie. Wizualnie prawdziwą atrakcją Evo II jest zestaw aerodynamiczny, który zawiera wysoki tylny spojler, imponujące błotniki i jeszcze bardziej agresywny przedni splitter. Oferowany na aukcji Mercedes 190E Evo II to numer 146 z 502 egzemplarzy. Jako nowy został dostarczony do Mercedes-Benz Mannheim w kwietniu 1990 roku, w intrygującej specyfikacji. W standardowym odcieniu Blauschwartz Metallic z podgrzewanymi siedzeniami, zewnętrznym czujnikiem temperatury, elektrycznie sterowanym szyberdachem, tylnymi głośnikami, radiem Panasonic, a także kierownicą z poduszką powietrzną oraz rzadko spotykaną w tym tapicerką ze wstawkami z kraciastej tkaniny. Po kilku latach pobytu na rodzimym rynku, Evo II zostało wyeksportowane do Japonii. Przywiezione do Stanów Zjednoczonych w 2015 roku, wkrótce potem trafiło w ręce obecnego właściciela. 22 stycznia wylicytowany został za 268800 dolarów, czyli ponad milion złotych. 1990 Mercedes-Benz 190 E Evolution II © 2020 RM Sothebys Link: 1990 Mercedes-Benz 190 E Evolution II Offered Without Reserve Sold For $268,800 RM | Sotheby’s – ARIZONA 22 JANUARY 2021 – The Homologation Collection Chassis No. WDB2010361F735977 A DTM homologation special from Mercedes-Benz No. 146 of 502 examples produced Delivered new to Germany, later exported to Japan 232 hp, 16-valve inline-four engine by Cosworth Five-speed Getrag manual transmission Born from intense competition with BMW’s superb M3, the Mercedes-Benz 190 E was the result of a partnership with famed engineering firm Cosworth. The W201 chassis was beefed up with larger anti-roll bars, harder bushings, limited-slip differential, quicker dampers, and a faster steering ratio. Getrag provided the five-speed dogleg gearbox to ensure fast and easy gear selection. Cosworth then took the standard 8-valve engine and fitted a light alloy cylinder head, dual-overhead cams, and four valves per cylinder. Continued development resulted in an increase in engine displacement to in 1988 and the homologated Evolution variants of the 190 Cosworth. The initial “Evo” model overhauled the platform into a thoroughbred racer by installing a tuned version of the motor. A higher rev limit, larger brakes, and improved tires meant the Evolution accelerated and stopped better than ever before. Further enhancements included a wider front and rear track, stiffer adjustable suspension, and revised bodywork. For the Evolution II model, the engineers squeezed out an impressive 232 horsepower. Uprated Brembo four-piston calipers were quick to bring the car to a halt. Visually, the true highlight of the Evo II is the aero kit that features a towering rear spoiler, imposing fender flairs, and an even more aggressive front splitter. This Evo II offered here is the 146th of 502 built; it was delivered new to Mercedes-Benz Mannheim in April of 1990 complete with an intriguing suite of “touring” specifications. Clad in the standard shade of Blauschwartz Metallic over Anthracite leather, this example’s build record indicates the fitment of heated seats, an external temperature sensor, power sunroof, rear speakers, and a Panasonic radio with traffic bulletin decoder. The cabin of this Evo II also features an airbag steering wheel and cloth pepita seat inserts and door cards rarely seen in the model. After several years of residence in its home market, this Evo II was exported to Japan. It was imported to the United States in 2015 and acquired by the consignor shortly thereafter. This fascinating homologation special from Mercedes-Benz is now offered for sale accompanied by its Japanese service manual, tool kit, spare wheel, jack, and three keys. LOOKING FOR DOCUMENTATION AND INVENTORY? For further information such as history files, production certificates, restoration documentation, service invoices, owners’ manuals, and accompanying parts, please click the button below to view any additional documentation and parts included with this lot. VIEW FILES

Mercedes-Benz 190E 2.3-16 & 2.5-16 Understated, capable, and solid - the 190E 2.3-16 is exactly what you would expect a Mercedes sports sedan to be. The rear seats have aggressive bolsters to ensure maximum passenger comfort as you take them around the Nurburgring.

Mercedes-Benz | Mercedes-AMG Click to rate this post[Total: 1 Average: 5]It was 1990 when the Mercedes-Benz 190E Evo II made its debut. The model came with a 16-valve four-cylinder engine that developed 232 horsepower. That power plant made the car accelerate from zero to 100 km/h (62 mph) in seconds and reach a top speed of 250 km/h (155 mph). Wood inserts and black leather seats made up a pretty plush atmosphere inside the sports car. “The black leather upholstery still smells new, without any pronounced signs of wear”, the ad reads for a car with chassis number WDB 2010361F738165. The Benz has a sunroof and there are heated seats onboard. The odometer reads only 14,424 kilometers, translating into little over 8,960 miles. But despite the low mileage, it’s far from being in Concours condition. Once the hood pops up, you can see the insulation was torn. It still sports the original 17-inch wheels fitting the flared fenders. At the rear, there is a massive wing that obviously still makes it stand out almost three decades after it drove through the factory gate. Mercedes-Benz 190E Evo II – one of 502 This example is number 389 of the 502 ever built for the homologation of the race car. The first physical owner was a lady from Belgium, who made the purchase in Germany. She serviced the car in a Mercedes dealer near Aachen. Documents reveal that it required some work in its early years. It had previously been registered under the ownership of a company, as shown by the certificate of conformity, dated April 1993. The woman eventually sold it in 1997 and the new owner, Baudouin Lempereur, kept it until the present day. Even though he rarely used it, he decided to put in an Indianapolis steering wheel. It still sports the colors that were fashionable back in the early 1990s. Artcurial estimated this Mercedes-Benz 190E Evo II between 100,000 and 150,000 euros, which would be between 109,140 and 163,710 American dollars. The car is going under the hammer at the Retromobile Artcurial on March 18.

Price now £250,000-£400,000. Engine Cosworth 2.5-litre 16V, naturally aspirated. Rivals BMW M3 Sport Evolution, Audi Quattro V8, Alfa Romeo 155 V6 Ti. Verdict An understated car that forged Mercedes’ partnership with AMG. Boxy but beautiful, the 190 was a true trailblazer for Mercedes, and sparked its association with AMG.

Few cars capture the zeitgeist of the ’90s like the BMW M3 E30 or Mercedes-Benz‘s DTM homologation-special 190E Evolution II. The former is even rarer than its competitive German counterpart, loved by the automotive industry for its ability to throw every rule out of the window when it comes to designing and making a sedan. For this, ‘Benz produced 502 examples of a road-going DTM-inspired 190E that packs a Cosworth inline-four mated to a dogleg five-speed manual transmission and a limited-slip differential. Now, number 473 is up for auction with Bring a Trailer. It was previously featured on BaT in 2015, when it cost a handsome $175,707 USD. Times are changing however, and the Evo II is now worth much, much more than that price. Since, we’ve seen clean examples sell for over $200,000 USD, and another for just under the $200k mark. This example is particularly special, showing just 11,000 miles on the clock and pristine bodywork and internals. Finished in “Blue-Black Metallic” over black leather, this car comes with the sought-after AMG PowerPack engine upgrades, self-leveling suspension, 17” wheels, an electric sunroof, heated Recaro front seats, air conditioning, and a Becker Grand Prix cassette stereo. As per the ’90s sedan design language, you’ll find aerodynamic upgrades including aggressive fender flares, a rear window spoiler, and an adjustable rear wing. As of writing, the 1990 Mercedes-Benz 190E Evolution II is sitting at $367,190 USD with just five hours of bidding left. Take a look at the car above, and find more on Bring a Trailer’s listing. In case you missed it, take a look at HYPEBEAST’s retrospective on the fast, furious, and forgotten era of modified cars.

The Cosworth 190E was sold in two major iterations, the 2.3-16 and the 2.5-16, with the latter car also being offered in both Evolution I and Evolution II forms in the late 1980s and early 1990s. Today these cars are highly collectible, along with their period arch rival, the BMW E30 M3.

Mercedes-Benz | Mercedes-AMG Click to rate this post[Total: 1 Average: 5]This post-lockdown world is an interesting place. Billionaires are racing to space for a couple of minutes at a time, sports stars changing clubs for hundreds of millions a shot and classic sportscars are changing hands weekly at $20 million a pop. And everything underneath that is mushrooming in value to fill the new void of demand. All of which makes the 475-grand asking price for this Mercedes 190E Evo II seem, well, normal. Six Times the Evo II’s Original Asking Price Of course normal is just a cycle in a washing machine, but this wild winged DTM German Touring Car homologation special is just that. Special. On offer at Miami-based Speedart Motorsports, which specializes in European and mainly German supercars, this is one very special Benz. But its whopping 475,000 dollars asking price is double the expected top number for an Evolution II. And six times the car’s original asking price. Built at Merc’s Plant Sindelfingen late in May 1990, chassis number WDB2010361F738813 is the 473rd of 502 Evo IIs ever built. Sold new in Germany and driven for almost 6,000 miles, it went to a Portuguese owner in 1993. The car e-emerged at a Dutch dealer 5,000 miles later in 2015, where it was sold to a Greek tycoon. He serviced the car more than he drove it, racking up just 90 miles since! A mint example, it is now for sale with just 11,339 miles on the clock! Built to Qualify for the 1990 DTM The epitome third evolution of homologation for the hot 190E for the 1990 DTM, Evolution II is an AMG and Cosworth-tuned 235 HP 189 lb-ft normally aspirated 16-valve (thus the four-cylinder. It was built solely to satisfy the 500 minimum number of cars that were required to be sold to qualify this model to compete DTM Racing for the 1990 season. Evo II has a Getrag five-speed manual, lowered sports suspension and Brembo competition brakes. Boasting the dramatic original flared wheel arches and wild aero kit topped by that mad wing, this car’s splendid original alloys are shod in Michelin Sport Pilots. It was originally shipped with the popular comfort package including factory air conditioning, heated front seats. Add a Becker Grand Prix radio and cassette audio (remember them!) and a steel tilt and slide sunroof. Add original optional perforated leather and rear head rests for its four individual Recaro ‘racing’ bucket seats. This Evo II is 100 percent Technically Perfect This Evo II is sprayed blue-black metallic. Like all the 499 customer examples. Only two astral silver cars remained with Mercedes and AMG. The car’s original rustproofing remains visible on the underbody. And the cabin is basically as it was on the day of first delivery. The car is one hundred percent technically perfect. It comes with its original manual and service booklet, spare keys and its complete original tool kit, too. Now all that remains to be seen, is if someone in this mad world we live in sees $475K worth of value in a mint condition Mercedes 190E Evolution II. Time will tell! Mercedes 190E 2.5-16 Cosworth /// Freshly Serviced /// Just 68k Miles. Mercedes-Benz 190 2.5 E 190E 2.5 16V COSWORTH AUTO 201bhp. 1989; MERCEDES 190E EVOLUTION II. 1990; Saloon; 0; miles2 SOLD No collection of classic car specials is complete without EVO II. The car owes its iconic status not only to its racing heritage, but also to its fantastic driving performance. The Mercedes-Benz 190E was created during the intense competition with BMW M3 and it was a result of collaboration with Cosworth, a famous engineering company. It was the British who took the standard 8-valve engine and upgraded it to obtain better results. In case of Evolution II, they achieved an impressive power of 232hp. 190E Evolution II is the most wanted version of 190 W201, which became a symbol of the turn of the 1980's and 1990's. Based on the first compact Mercedes, it is one of the most successful car designs in the DTM series, in which Mercedes won the master title three years in a row. Only 502 vehicles of this generously gifted racing monster have been produced. This one isn’t a world record (a handful have sold for over $400K) but it’s still a strong result for a 37,223-km (23,129-mile) car and it leapt over the presale estimate. This 1990 Mercedes-Benz 190 E 2.5-16 Evolution II sold for €365,000 ($379,673) at the 2022 RM Sotheby's Munich auction. HWA has announced that it has started development on a Mercedes-Benz 190E 2.5-16 Evo II restomod. Arguably one of the greatest DTM cars of all time, the Evo II - of which just 502 were made -

The Tamiya 190E EVO.II Zakspeed Debis TT-01E 1/10 4WD Electric Touring Car Kit is a replica of the classic Mercedes race car from the early 1990’s - the iconic 190 E 2.5-16 Evo.II. The livery in this kit faithfully replicates the colors of the Team Zakspeed car which ran in the 1991 DTM.