🕹️ 190E 2.5 16 Evo Ii

It is a great success. To withstand the competition of the new BMW M3, the 190 sports car evolved in 1988 with a 2.5-liter version (204 hp), modified several times to obtain various homologations for the DTM championship. This is how the Evo (502 specimens) and Evo II (500 specimens) were born, equipped with increasingly showy aerodynamic body Hello fellow 1/64 diecast collectors. Welcome to Studio 64. Check out this new release from Tarmac Works. Enjoy! Music:Blue Sea by Imperss Music Otro de los puntos fuertes de HWA AG para desarrollar estos HWA EVO es que no van a sacrificar ni una unidad de esos Mercedes-Benz 190E 2.5-16 Evolution II. Para ello van a tomar como punto de partida una unidad mucho más corriente para desarrollar cada uno de los 100 HWA EVO que se van a construir. Y sobre ello modificarán hasta el último Engine 201 Type 2.3L Fits 91-93 MERCEDES 190 22364114 (Fits: Mercedes-Benz 190E) Compression Tested and Quality Inspected. Pre-Owned: Mercedes-Benz. $899.77. Free shipping. or Best Offer. SPONSORED. Mercedes-Benz 190E Automatik Schiebedach CT Inspections CT Warranty. A$21,457. 1990 Mercedes-Benz 190 E 2.5 16 Evolution II. Price on request. In 1986, for example, the 190 E 2.5-16 with 2.5 liters of displacement and 195 hp made its debut at the Paris Motor Show. This resulted in the 190 E 2.5-16 Evolution for 1989, of which only 502 copies were produced with road approval in the color blue-black metallic for homologation reasons. It made its debut at the Geneva Motor Show in 1989. My biggest regret is missing out on the silver 2.3 because I thought one 190E 2.0 base model was good enough for me. Boy how wrong I was. Fast forward to 4 years later when Autoart re-released the evo II in maroon, silver and black I bought the silver one as soon as I could for fear of missing out again. Vehicle history and comps for 1989 Mercedes 190E 2.5-16 Evolution I VIN: WDB2010361F602337 - including sale prices, photos, and more. W201 Les Grandes Marques du Monde au Grand Palais Bonhams Estimated : € 85.000 - 125.000 Sold for € 149.500 Parijs - Paris Frankrijk - France February 2018 - Number '211' of 500 produced - Delivered new to Switzerland - Circa 94,000 km recorded - Only two owners - All books including the stamped service booklet Mercedes-Benz went head to head with BMW when it launched the compact 190 Overview: This is a R/C car replica of the 1992 Diebels-Alt sponsored Team Zakspeed Mercedes-Benz 190 E 2.5-16 Evo.II as it competed in the 1992 DTM racing series in Germany. Tamiya has faithfully reproduced this sleek racing machine in 1/10 scale on the TT-01 Type E entry-level on-road chassis. The TT-01E chassis incorporates many features to You have the opportunity to purchase the legendary 1990 Mercedes-Benz 190E 2.5-16 Evolution II homologation special on an upcoming SpeedArt Auction. This groundbreaking saloon 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 saloon homologated the racecars Model: W201 190 E 2.5-16 Evolution II. Left / Right Hand Drive: LHD. Year of Manufacturer: 1990. Date of First Registration: Unregistered in Hong Kong. Engine Size: 2463cc. Exterior Colour: Blue-Black Metallic. Interior Colour: Black with Tartan Pattern. Transmission: 5-Speed Manual Dog-Leg Transmission. 9HTlCs. $301,000 SOLD Jun 18, 2022 1 month ago $425,000 SOLD Jun 6, 2022 1 month ago SOLD Apr 12, 2022 3 months ago $305,000 SOLD Mar 20, 2022 4 months ago €190,720 SOLD Mar 19, 2022 4 months ago $290,000 HIGH BID Mar 10, 2022 4 months ago $432,432 SOLD Feb 12, 2022 5 months ago $215,000 SOLD Dec 27, 2021 7 months ago €252,000 SOLD Nov 25, 2021 8 months ago NOT SOLD Jun 20, 2021 1 year ago $379,000 SOLD May 22, 2021 1 year ago $180,081 SOLD Feb 8, 2021 1 year ago €196,680 SOLD Feb 5, 2021 1 year ago $268,800 SOLD Jan 22, 2021 1 year ago $255,000 HIGH BID Jan 5, 2021 1 year ago $203,000 HIGH BID Dec 31, 2020 1 year ago $251,000 SOLD Sep 8, 2020 1 year ago $258,500 SOLD Aug 7, 2020 1 year ago £180,000 SOLD Aug 1, 2020 1 year ago $231,000 SOLD May 29, 2020 2 years ago $199,000 SOLD Feb 6, 2020 2 years ago $434,000 SOLD Jan 17, 2020 2 years ago €131,120 SOLD Nov 4, 2018 3 years ago NOT SOLD Sep 5, 2018 3 years ago £159,750 SOLD Jul 22, 2018 4 years ago In the late 1980s and early '90s, Germany's DTM touring-car racing series featured epic battles between the four-cylinder E30 BMW M3 and the four-cylinder Mercedes-Benz 190E, and both were constantly escalating their entries' power and aerodynamics. This arms race culminated with the BMW M3 Sport Evo and this car, the 1990 Mercedes-Benz 190E Evolution II. No, the Benz didn't automatically win the dogfight because its name was might be thinking, if there was an Evolution II, was there an Evolution I? Yes! What sets the 1990 Evo II apart from the first model offered one year prior, in 1989, is a wilder body kit and the inclusion of a previously optional AMG power pack for its 16-valve, engine. It represented the zenith of the 190E's factory performance potential—at least besides a six-cylinder AMG racing model—and just 502 were built in 1990 to satisfy DTM homologation rules. The Evo II's power-pack-equipped, Cosworth-tuned four-cylinder produced 232 horsepower (keep in mind, this was a naturally aspirated four in 1990!), and redline is marked on the tachometer at a stratospheric 7600 rpm. The Evo II engine featured a shorter stroke and larger bore than the Evo I's and formed the basis for the DTM cars' powerplants, which made up to 367 horsepower. Of note: This was the last DTM engine developed under the Benz banner; afterward, AMG handled the racing Evo II's ludicrous body kit is highly functional, and helped shove the 190E's drag figure down to an exceptionally low Cd while increasing downforce relative to the Evolution. Designed by a professor from the University of Stuttgart, the aero pack includes an adjustable rear wing and a rear window spoiler. All of this kit is amusingly juxtaposed by a Mercedes three-pointed star hood ornament poking up from the with previous hotted-up 190Es, the Evo II came with a hydraulic self-leveling rear suspension that, unlike many period Benzes with the feature, included a switch for selecting different heights. (Other Mercedes with the self-leveling suspension, or SLS, merely reacted to loads placed on the rear axle to combat rear-end sag via a simple valve.) This feature came in handy given how the Evo II sat even lower than its rarity, uncommon performance, and wild looks, you'd expect 190E Evolution IIs to be expensive. Guess what? You're right! A recent auction on Bring a Trailer saw serious bidding, with the car's final sale price reaching $199,000. As with all Evo IIs save for the final two built, that example is painted a sinister dark blue. And since it was located in the Netherlands and will, according to the top bidder, stay in the EU, the new owner avoids serious shipping charges on top of the final tally. Whomever picked up this 190E got a delightfully hard-core sports sedan from one of the most heated periods in the BMW-Mercedes racing rivalry. Happy 30th birthday, 190E Evo story was originally published on February 3, 2020 and has been updated. “ Exclusive SeriesFully upgrade the Mercedes C11 and the Mercedes 190E Evolution II to unlock new Exclusive Series. ” In March 1990, at the Geneva Auto Show, the 190 E 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 2,463 cc ( L; cu in) inline-four engine as the Evolution, uprated at 235 PS (232 bhp; 173 kW) @ 7200 rpm and 245 N⋅m (181 lb⋅ft) of torque @ 5000 rpm, 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. Availability The MERCEDES-BENZ 190E EVOLUTION II is available in 3 series: Stuttgart vs. Munich bonus series in the Season 1 group Road Flair bonus series in the Pro/Am group. Mercedes-Benz 190E Evolution II (Exclusive Series) in the Exclusive Series category This vehicle was added in the Mercedes Update ( released in July 2018 and can be unlocked by earning 17 trophies in Road Flair. Fully-upgrading this car, once owned, will unlock Mercedes-Benz 190E Evolution II (Exclusive Series). This vehicle can be acquired for 80 or 64 with showcase discount. It has also been available for 56 as a 'Get it Now' price, unlocking Road Flair. This vehicle was available to win in the following special event: Mercedes-Benz Evo II Championship available in the Mercedes Update ( released in July 2018. Characteristics Stage PR(Upgrades) Top Speed Acc. Braking Cornering Cost Parts Base 155 mph249 kph s m g 80 G(64) Maxw/ R 161 mph259 kph s m g R46,200 (+174,100) 79 Max 182 mph293 kph s m g 121 (266) 1228 Top Speed(kph) 164 220 276 332 388 444 500 249 293 Acc.(s) Braking(m) 51 44 37 30 23 16 9 Cornering(g) Upgrades (28) Upgrade Duration R G 1 Engine: High Flow Air Filter 10 Minutes 8,000 5 2 Engine: Basic Engine Tuning — — 8 3 Engine: Performance Throttle Body 1 Hour 17,900 12 4 Engine: Increase Engine Bore — — 18 5 Engine: Performance Cylinder Heads 4 Hours 40,300 28 1 Drivetrain: Lightweight Flywheel 10 Minutes 7,400 5 2 Drivetrain: Uprated Sports Driveshaft — — 7 3 Drivetrain: Performance Limited Slip Differential 1 Hour 16,700 10 4 Drivetrain: Uprated Sports Gearbox — — 16 1 Body: Polycarbonate Window Replacements 10 Minutes 5,900 4 2 Body: Fibre Glass Panels — — 6 3 Body: Weight Reduction 1 Hour 13,300 9 4 Body: General Body Refinement — — 12 5 Body: Aero Optimised Undertray 4 Hours 29,800 20 1 Suspension: Improved Coil Springs 10 Minutes 6,800 4 2 Suspension: General Suspension Tuning — — 7 3 Suspension: Lightweight Sports Swaybar 1 Hour 15,300 10 4 Suspension: Uprated Sports Shocks — — 15 1 Exhaust: Performance Exhaust Tuning 10 Minutes 6,700 4 2 Exhaust: Custom Exhaust Headers — — 7 3 Exhaust: Performance Cat-back Exhaust 1 Hour 15,100 10 1 Brakes: Uprated Sports Brake Pads 10 Minutes 5,200 3 2 Brakes: Uprated Sports Calipers — — 5 3 Brakes: Uprated Sports Brake Discs 1 Hour 11,700 8 1 Tires & Wheels: Camber Alignment 10 Minutes 6,200 4 2 Tires & Wheels: Sports Compound — — 6 3 Tires & Wheels: Lightweight Racing Rims 1 Hour 14,000 9 4 Tires & Wheels: Camber & Toe Adjustments — — 14 TOTAL: 28 5 Hours10 Minutes 46,200+174,100=220,300 121 / 266 Colour keys White purchase before any upgradesOr instant purchase Green purchase after any upgrades Red only purchase For upgrades including PR values, please see the project page RR3 Wiki:Upgrades Section MERCEDES-BENZ, please be aware that PR values can vary depending on the upgrade order. Navigation MERCEDES-BENZ (12) 190E EVOLUTION II • AMG A 45 • SLS AMG • SL 65 AMG BLACK SERIES • SLS AMG GT3 • C63S • SLR McLAREN 722 • AMG GT3 • CLK-LM • AMG GT4 • AMG C 63 TOURING CAR • C11 Road Flair NISSAN SKYLINE GT-R V-SPEC (R34) • MERCEDES-BENZ 190E EVOLUTION II Stuttgart vs. Munich MERCEDES-BENZ 190E EVOLUTION II • BMW M3 (E30) Mercedes-Benz 190E Evolution II (Exclusive Series) MERCEDES-BENZ 190E EVOLUTION II 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! 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.

190e 2.5 16 evo ii