Mercedes Benz 190E (W201)

Mercedes Benz 190E

[Commander Mercedes Benz W201 Club Indonesia]

When the 190 was first presented in December 1982, it didn't look particularly revolutionary. Yet the Mercedes-Benz mid-size sedan, known within the company as the "compact class" and positioned below the E-Class, S-Class and SL-Class, became a milestone for the future development of the Mercedes-Benz model portfolio. Its strong, clear lines matched its product claim as a genuine Mercedes-Benz, an embodiment of progress, about to step out into a new car category.

With its clearly defined wedge shape and finely chiseled light-catching contours, there was nothing reticent about the new model series, proudly taking its place in the Mercedes family. The man responsible for the fresh linear design was Bruno Sacco. The first models in the W 201 series were the 190 and 190E which quickly became a major success and role models. As well as providing the basis for subsequent C-Class generations, the 190 sedan, known affectionately as the Baby Benz, also became the first shot in Mercedes-Benz's product drive.

The Mercedes-Benz compact class - or C-Class as it became known as from the subsequent W 202 series, according to the nomenclature introduced at the time - clearly aimed to replicate the virtues of its bigger relations in terms of handling, passive safety and reliability. Along with its smaller size, the new Mercedes-Benz was also lighter and very economical.

To reduce fuel consumption, the Mercedes engineers optimized the aerodynamics of the body and also used high-strength sheet steel and other innovative materials to reduce the weight of the car. As a result, the 190 weighed just 1180 kilograms, without any reductions in passive safety. One of the features providing passive safety commensurate with the S-Class sedans was the forked-member structure of the front end. This design, taken from the S-Class from the 126 series, ensured that the 190 also met the requirement for an asymmetrical frontal collision at 55 km/h with 40 percent overlap.

New standards set by the multi-link independent rear suspension

[Mercedes Benz 190E New Chassis Design]

The 190 also had a revolutionary new chassis design, developed specifically for the new model, which proved a great success. The main feature was the multi-link independent rear suspension. Each of the rear wheels was located by five independent links for optimum wheel control, with lateral and longitudinal forces effectively balanced in all driving situations. This improved steering precision and ensured very well-behaved handling characteristics. The new rear axle design was also lighter and more compact than its predecessors. The front axle featured shock-absorber struts located by individual triangular wishbones and anti-dive control. This gave the W 201 excellent straight-line stability, and being a relatively flat structure it also left a lot of space under the hood.

These chassis innovations delivered their benefits only once the car was on the road, but there were some other surprises in store for Mercedes drivers used to the S-Class and mid-series as soon as they entered the car. Instead of having a foot-operated parking brake, as used in all Mercedes passenger models made in Stuttgart from 1968, the W 201 model series had a conventional parking brake, operated by means of a lever between the front seats. The engineers saw this as a way of saving space in the foot well, and in any event, little effort was required for applying the parking brake in the compact class car because of the latter's lighter weight.

The 190 was built in Sindelfingen and Bremen. Production began in Sindelfingen, with the assembly line in the Bremen factory starting up later, in November 1983. The plant had had to be modernized for production of the Mercedes-Benz compact class in a long and expensive process. The mid-series station wagon (S 123) had been manufactured in Bremen from early 1978.

Production of the new compact class was organized as a joint operation between the two locations - the first time in the company's history that such an arrangement was used to this extent. One of the routine requirements for this cooperation at a distance of several hundred miles was the exchange of body components. For example, Bremen produced the engine hoods, floor assemblies, fuel tanks and doors, while all other sheet metal components came from Sindelfingen. Along with this interchange of components between the two locations, engines, transmissions, and axles were shipped to both plants from Untertürkheim, and the steering gear assemblies were sourced from Düsseldorf.

Start of production with the 190 and 190E

[Mercedes Benz Car Production]

Mercedes-Benz started production of the 190 and 190E models in 1982; the 190D and 190E 2.3-16 followed in 1983 and 1984, respectively. The first two models, both gasoline-powered, were fitted with four-cylinder engines with a displacement of 1997 cubic centimeters, delivering 66 kW and 90 kW, respectively. The units from the M 102 family of engines were based on the engine used in the Mercedes-Benz 200 (W 123) introduced in 1980. For the 190, engine power was trimmed back from 80 kW to 66 kW by reducing the size of the intake and exhaust ducts and fitting a modified camshaft and smaller valves. At 90 kW, the engine of the 190E delivered significantly more power thanks to gasoline injection. This was the first time the Mercedes-Benz engineers used the mechanical electronically-controlled Bosch KE-Jetronic injection system, giving the compact 190E a top speed of up to 195 km/h, and "Mercedes-style spiritedness," as the 1982 brochure put it.

Just one year later, the 190D came along with a completely newly developed four-cylinder diesel engine with a displacement of 1997 cubic centimetres - a configuration that intrigued people. With its exemplary encapsulation, this engine prepared the ground for state-of-the-art diesel technology in Mercedes-Benz passenger cars. Known as the "whisper diesel," the engine emitted only half the noise of comparable power plants. The new diesel, which also had a respectable power output of 53 kW and low fuel consumption, proved to be a highly successful innovation and was soon in high demand. A total of 452,806 units of the 190D were built over the ten years it remained in production.

In 1984 the new 190E 2.3-16 made its debut at the top end of the model series. Even in appearance, the new model was very different, with a clear profile as a compact sports car highlighted by features such as the wing-type spoiler at the rear. For the engine, the company's engineers went back to the W 123 series. The four-cylinder engine with 2299-cc displacement as used in the 190E 2.3-16 had a newly designed cylinder head with two intake and two exhaust valves. These and other modifications boosted engine power from 100 kW to 136 kW, with acceleration from standstill to 100 km/h in just 7.5 seconds. The car's top speed was 230 km/h.

World long-distance records in Nardo

The Mercedes-Benz 190E 2.3-16 had been able to show what it could do as early as in 1983 the year of its presentation at the Frankfurt International Motor Show. Four weeks before the launch, three prototypes of the model had set several world long-distance records over 25,000 kilometers, 25,000 miles, and 50,000 kilometers, with average speeds of almost 250 km/h, in Nardo, southern Italy. These results were a foretaste of the 190's subsequent career as a sports car. The new Mercedes-Benz racing car made its debut in the official opening race on the new Nürburgring on May 12, 1984. The road-going version of the 16-valve model went into production in September 1984, in two metallic finishes: blue black and smoke silver.

Two more compact class models came in 1983 for export to North America only. These US versions were the diesel-engined 190D 2.2 and gasoline-engined 190E 2.3. For the diesel version, the displacement volume was increased to 2197 cubic centimetres by lengthening the stroke. This compensated for the loss in power resulting from the fitting of an exhaust gas recirculation (EGR) system. This feature was essential for a car exported to the US, particularly in view of the stringent emission limits in California. The modified diesel engine delivered 54 kW, practically the same as in the standard version.

The closed-loop emission control system initially made the gasoline-engined 190E 2.3 significantly less powerful than the 230 E (W 123). The rating of 83 kW instead of 100 kW put the larger-displacement export version even below the standard 190E. This problem was solved in 1984 with a modified intake manifold, a redesigned camshaft and a newly tuned injection system. The 190E 2.3 now delivered 90 kW, on a par with the two-liter model.

The 190's engine with carburetor had its performance boosted just two years after being launched into the market. The derated version was replaced with an engine without any performance restrictions, and the Mercedes-Benz design engineers also raised the compression ratio. The basic model of the series, internally known as the 190/1, now delivered 77 kW, an increase of 11 kW. The more effective exhaust silencers were the only thing that prevented the engine from matching the output of its W 123 counterpart.

The refinement package for the 190 and 190E included single-belt drive, hydraulic valve clearance compensation and hydraulic engine bearings. At the time of the market launch of the new mid-sized W 124 series in January 1985, the specifications of the compact class were extended by the addition of new wheels (diameter: 38.10 centimetres), electrically heated windshield wiper nozzles and an eccentric-sweep windshield wiper with a significantly larger swept area. From September 1985, power steering and electrically heated exterior mirrors were fitted as standard on all models. But as well as introducing technical improvements to the compact class, the arrival of the mid-series W 124 also changed perceptions of the 190. The latter had previously been stylistically completely distinct from the profile of other Mercedes-Benz models, but the introduction of the W 124 with features consistent with the brand profile made it quite clear that the compact model series had become the trendsetter for a new design language of Mercedes-Benz cars.

Mercedes-Benz added two new models to the series in 1985, starting with the 190D 2.5, a sedan powered by the five-cylinder diesel engine from the 250 D, with a displacement of 2497 cubic centimetres and output of 66 kW. As well as providing the same impressive fuel economy as the 190D, the compact diesel also had impressive performance and a top speed of 174 km/h.

Six-cylinder engines provide new qualities

[Mercedes Benz 190E 2.6]

The follow-up to the five-cylinder diesel engine came in the fall of 1985 when Mercedes-Benz actually installed a six-cylinder in-line engine in the 190. The 190E 2.6 was displayed at the Frankfurt International Motor Show in September of that year. In combination with a five-speed manual transmission, the 2566-cc engine delivered 122 kW and accelerated the car from standstill to 100 km/h in just 8.2 seconds. The top speed was 215 km/h. Visitors to the motor show were impressed by the design skills employed to fit a large six-cylinder engine into the limited space available under the hood of the 190. The Mercedes-Benz engineers had come up with a masterpiece of made-to-measure automotive packaging. The external indications of the higher power of the 190E 2.6 were twin exhaust pipes and the deeper and more steeply angled front apron with wider louvers. Just a few weeks after the 190E 2.6 had made its debut, the 500,000th 190 rolled off the assembly line. The new model with gasoline injection engine had not yet contributed to this milestone. Production of the 190E 2.6 started in April 1986, and the new model was finally launched into the market in October 1986, together with the 190E 2.3. The main difference between this variant of the W 201 and the export version of the same name was the four-cylinder engine with normal compression ratio and a power output of 100 kW.

From that time, all gasoline-engined models were available with the option of a closed-loop emission control system with a three-way catalytic converter, except for the 190 with carburetor. As an alternative option, Mercedes-Benz also offered cars which were prepared for retrofitting, with a multi-functional mixture preparation and ignition system, but without catalytic converter or lambda sensor. Older cars could also easily be retrofitted with the closed-loop catalytic converter. These alternatives gave vehicle owners the flexibility to decide when to switch to a closed-loop emission control system. From September 1986, the carburetor model was also available with an emission control system, and the closed-loop catalytic converter became standard equipment on all gasoline-engined Mercedes-Benz passenger car models. Cars prepared for retrofitting were still available on request until August 1989, at a lower price than the equivalent version with catalytic converter.

A sprightly diesel makes its debut

[Mercedes Benz 190D Diesel]

In 1987, the compact class continued on its course towards diesel cars with sporty performance. In September of that year, Mercedes-Benz presented the 190D 2.5 Turbo at the Frankfurt International Motor Show. The engine was a 90-kW five-cylinder turbodiesel compression-ignition unit, derived from the proven naturally aspirated engine. The exhaust-gas turbocharger boosted power by 24 kW, resulting in a top speed of 192 km/h and acceleration from standstill to 100 km/h in 11.5 seconds. The visual trademark of the new model, exported to the USA from as early as fall 1986, was the six louvers in the front right fender, between direction indicator and wheel cut-out. These were not a decorative feature with martial connotations, but were vital in supplying the turbocharger with the amount of air it required. Another difference between the turbodiesel and its sister model with naturally aspirated engine was the twin-pipe rear silencer.

The one-millionth W 201 rolled off the assembly line in Bremenin March 1988. By now, the compact class had established itself as Mercedes-Benz's third major model series. The company also fundamentally revised the 190 in 1988. The refined compact class was unveiled at the Paris Motor Show in September 1988, six years after the presentation of the first 190. The main focus was on the restyling of the body and the new-look interior. The most striking feature of the refined models was the protective side strips with integrated side skirt paneling, similar to those in the coupes from the 124 model series.

The front and rear spoilers reached further down and were combined with larger bumpers, with new support elements and modified impact absorbers designed for increased energy absorption. The new front apron had been adopted from the 190E 2.6 and was now used on all models to reduce the lift at the front axle. The purpose of new spoiler at the rear was to optimize the airflow outflow. The refinement package also included the nearside exterior mirror as part of the standard equipment. The new interior design made the 190 more spacious and more comfortable for both driver and occupants, with more knee and head room in the rear and improved seats at both front and rear.

Simultaneously with the refinement, Mercedes-Benz also introduced its new top-of-range model for the compact class: the 190E 2.5-16, replacing the first 16-valve engine with a 2.3-liter unit after four years. The engine was actually based on its predecessor, benefiting from a longer stroke. The new engine, with catalytic converter, developed 143 kW - 18 kW more than its predecessor. Even with the catalytic converter, the performance of the new model matched the 190E 2.3-16 without emission control system. The new 16-valve model was also identified as a descendant of the Nardo record car by its visual appearance. Two new paint finishes were now available, complementing the blue black and smoke silver finishes by the addition of the metallic finishes almandine red and astral silver.

The 190E 2.5-16 as a racing car

[Mercedes Benz 190E 2.5-16]

The Mercedes-Benz 190E 2.5-16 also became the basis for the sports cars entered in Group A of the German Touring Car Championship (DTM). The type-approved base model was the Mercedes-Benz 190E 2.5-16 Evolution with the M 102 E 25/2 engine, further modified for racing. The next development stage came one year later with the 190E 2.5-16 Evolution II model. In its production version, this car, again presented for the first time at the Geneva Motor Show, delivered 173 kW, with performance boosted still further.

From February 1989, in the context of the "Diesel '89" initiative, Mercedes-Benz started fitting all its diesel-engined passenger car models with reworked engines with particulate emissions reduced by 40 percent through optimization of the combustion cycle. The optimized diesel models were virtually smoke-free and met the stringent particulate emissions limits in the U.S.A. even without a particulate trap. This was made possible by newly designed prechamber combustion with oblique fuel injection for more efficient combustion. The injection pumps in all naturally aspirated diesel engines now also had an altitude correction unit (vacuum cell) to keep emissions down even when driving at high altitudes. A favorable side effect of the new diesel technology was a power increase of two kW in the 190D and three kW in the 190D 2.5. From as early as September 1988, cars with turbocharged diesel engines were fitted with comparable technology - which meant that the output of the 190D 2.5 Turbo was boosted to 93 kW.

A sophisticated emission control system introduced in 1990 further reduced pollutant emission levels. To achieve this, Mercedes-Benz opted for an oxidation catalyst specially developed for diesel engines and combined with an exhaust gas recirculation system. This highly efficient system was available as optional equipment from October 1990, initially for cars with naturally aspirated diesel engines, then six months later for turbocharged models as well.

The Sportline package, a new equipment variant for the 190, came onto the market in June 1989. The package was available for all models and featured a suspension lowered by 21 mm, tauter springs and shock absorbers, 7J x 15 alloy wheels with wide tires in 205/55 R 15 format, and seating as in the 16-valve model. This did not apply to the 190E 2.5-16 which already boasted sporty equipment in its standard version.

The era of gasoline engines with carburetors at Mercedes-Benz ended in 1990. In the case of the W 201 model series, this meant that the 190E 1.8 model replaced the 190 that had been in production for over seven years. The new engine had a displacement of 1797 cubic centimeters and delivered 80 kW with catalytic converter. It had been derived from the two-liter engine in the 190E by reducing the stroke, and used the same mechanically/electronically controlled Bosch KE-Jetronic injection system.

Evolution Model

[Mercedes Benz Evo I (right) and Evo II (left)]

With the debut of the BMW M3 Sport Evolution, Mercedes' direct competitor, it became obvious that the 2.5-16 needed a boost for the circuit. In March 1989, the 190 E 2.5-16 Evolution debuted at the Geneva Auto Show. The Evo I, as it came to be called, had a new spoiler and wider wheel arches. Many changes were made to under-the-skin components such as brakes and suspension. There was a full SLS suspension allowing vehicle ride height to be adjusted from an interior switch. All were intended to allow the Evolution cars to be even more effective round a track.

The Evo I's output similar to the 202 bhp (151 kW) of the "regular" 2.5-16. However this car had a redesigned engine of similar capacity but, most importantly, a shorter stroke and bigger bore which would allow for a higher rev limit and improved top-end power capabilities. Additional changes stretch to "rotating masses lightened, lubrication improved and cam timing altered". Cosworth also list a project code "WAC" for the development of the short-stroke Evolution engine.

Only 502 units of the Evolution model were produced for homologation in compliance with DTM rules. For those customers desiring even more performance, a PowerPack option engineered by AMG was available for DM 18,000. The PowerPack option included hotter camshafts, a larger diameter throttle body, more aggressive ignition and fuel management as well as optimization of the intake and exhaust systems. The net result was an additional 30 bhp (22 kW).

In March 1990, at the Geneva Auto Show, the 190 E 2.5-16 Evolution II was shown. With the success of the first Evolution model, this model's 502-unit production was already sold before it was unveiled. This car retailed in 1990 for USD $80,000.

The "Evo II" included the AMG PowerPack fitted to the same short-stroke 2.5 engine as the Evolution, as well as a full SLS suspension allowing vehicle ride height to be adjusted from an interior switch. An obvious modification to the Evolution II is a radical body kit (designed by Prof. Richard Eppler from the University of Stuttgart) with a large adjustable rear wing, rear window spoiler, and Evolution II 17-inch wheels. The kit served an aerodynamic purpose — it was wind tunnel tested to reduce drag to 0.29, while at the same time increasing downforce. Period anecdotes tell of a BMW executive who was quoted as saying "if that rear wing works, we'll have to redesign our wind tunnel." The anecdote claims that BMW did.As mentioned 500 were made in "blauschwarz" blue/black metallic. But the last two, numbers 501 and 502 were made in astral silver.

It is clear that these cars are now extremely rare in the collectors cars market place. Very few, if any have returned for resale in Europe as these cars are now clearly in the hands of long term collectors or are in personal storage. Of interesting fact is that a significant number of Evolution II cars were privately imported to Japan and that these cars appear to be the only units available for trade as of lately. Latest appearance in USS Tokyo auction group resulted in a wholesale price at 4,050,000 yen for a 65,000 km pristine example and this car was the third of its kind to appear in the 2010 to 2011.

AMG Model

[AMG Mercedes Benz 190E]

AMG was not part of Mercedes-Benz when the 190 was first produced, but a separate racing and tuning company. As AMG had a lot of racing experience, they were tuning all the factory petrol engines for the customers and 190 E was one of them. Engine tuning added 25 bhp (19 kW). They fitted aerodynamic features (spoilers) improving Cw and high speed stability, alloy wheels, leather interior and larger engines up to 6-litre V8's. After victories in DTM with AMG 190 E 16V's, Mercedes bought AMG in 1991. The 190 E 3.2 AMG was the first model sold through Mercedes-Benz dealerships with Mercedes-Benz new car warranty. About 200 complete cars were made, in black or silver: they were very expensive (about $90,000). Besides 200 complete 190 E 3.2 AMG's, Mercedes-Benz sold AMG body kits and 3.2l AMG engines separately, so there are 190's fitted with those features from factory or afterward. Sporty 190E 3.2 AMG straight-six 12-valve engines produced 234 bhp (174 kW), and reached 260 km/h (162 mph).

Final refinement

[Mercedes Benz 190E 2.3 Avantgarde]

The 190 was refined for the last time in 1991. Among other things, all models now featured the ABS anti-lock braking system, except for the 190D and 190E 1.8 entry-level models. The 190E was now called the 190E 2.0, and was three kW more powerful, thanks to a lower-resistance exhaust system.

Mercedes-Benz presented another three special models of the W 201 in 1992, the last full year of production of the series. These AVANTGARDE versions of the 190E 1.8, 190E 2.3 and 190D 2.5 were primarily designed to have a more youthful look, including pearl coat finishes in strong colors. In all, 4,600 units were built of these special models.

Production of the 190 ended in Sindelfingen in February 1993 and in Bremen in August that same year. A total of 1,879,629 vehicles had been manufactured. This underlines the success of the compact class, and the wisdom of the decision to extend the product range of the Mercedes-Benz brand into lower segments of the market.

Engine

Engine displacement (cc)	Model	Configuration	Power PS (kW)	Max Speed mph (km/h)	Model Badge
1996	Carb	I4 8V	105 (77)	115 (185)	190
1737	Inj	I4 8V	107 (79)	115 (185)	190E 1.7
1797	Inj	I4 8V	109 (80)	115 (185)	190E 1.8, 180E (AUS)
1996	Inj	I4 8V	122 (89)	122 (195)	190E, 190E 2.0
2298	Inj	I4 8V	136 (100)	124 (200)	190E 2.3
2597	Inj	I6 12V	166 (122)	133 (215)	190E 2.6
2299	Inj ECE	I4 16V	185 (136)	143 (235)	190E 2.3-16
2299	Inj RÜF	I4 16V	177 (130)	140 (225)	190E 2.3-16
2299	Inj KAT	I4 16V	170 (125)	137 (220)	190E 2.3-16
2498	Inj RÜF	I4 16V	204 (150)	146 (235)	190E 2.5-16
2498	Inj KAT	I4 16V	194 (143)	143 (230)	190E 2.5-16
2498/2463	Inj	I4 16V AMG p/p	225 (165)	152 (244)	190E 2.5-16
2463	Inj KAT	I4 16V Evolution (Evo I)	194 (143)	143 (230)	190E 2.5-16
2463	Inj	I4 16V Evolution II (Evo II)	235 (173)	155 (250)	190E 2.5-16
1997	Diesel	I4 8V	75 (55)	100 (160)	190D 2.0
2199	Diesel	I4 8V	73 (54)	100 (160)	190D 2.2
2497	Diesel	I5 10V	94 (69)	109 (175)	190D 2.5
2497	Diesel Turbo	I5 10V	122 (89)	119 (192)	190D 2.5 TURBO