For American car enthusiasts, the BMW E30 M3 often steals the spotlight when discussing iconic sport sedans of the 1980s. However, let’s not forget the Mercedes-Benz 190E 2.3-16, a car that arguably pioneered the sixteen-valve performance movement. While the US version of this “Cosworth Benz” might have been perceived as less potent and pricier than its Bavarian rival, and perhaps styled with more subtlety, dismissing it would be a grave oversight. Internet lore often favors the E30, evidenced by its strong resale values and dedicated fanbase. Meanwhile, the 190E 2.3-16 can sometimes be found lingering in online classifieds, potentially showing its age and requiring some care. But this belies a deeper truth about a car with a rich history and inherent quality.
The 190E 2.3-16 boasts a compelling motorsport pedigree. A young Ayrton Senna famously piloted one to victory at the Nürburgring in 1984, showcasing its racing potential right from the start. Two decades later, the 190E continued to prove its mettle, albeit in a different kind of racing spotlight.
In 2005, seeking a unique challenge, I enlisted Mercedes-Benz specialist Aaron Greenberg to revitalize a high-mileage (236,000 miles) 190E 2.3-16 for the grueling One Lap of America competition. After a significant investment of $8,000 in parts and countless hours of meticulous bodywork and mechanical labor, Aaron delivered a car that essentially mirrored the specifications of its 1986 European counterpart. During the One Lap’s drag strip segment, it clocked a 17.839-second quarter-mile, placing it respectably in seventy-ninth position, even outpacing a non-turbo PT Cruiser.
Across the demanding 3,800 miles and timed events across nine different racetracks, the 190E demonstrated unwavering mechanical reliability. Upon its initial release, the W201 “baby Benz” faced criticism for its compact size and perceived austerity of its interior. However, those critics failed to foresee the evolving standards of automotive luxury. When judged against luxury cars of the 1990s from any manufacturer, the 190E stands out as remarkably robust, elegantly designed, and constructed with exceptional durability. During extended eighteen-hour driving days, the 190E’s generously sized steering wheel and its unconventional yet ergonomic control layout proved ideally suited for long-distance journeys, minimizing driver fatigue.
Modern automotive journalists often fixate on the 2.3-16’s “dogleg” first gear, positioned down and to the left of the traditional “H” pattern. While it may seem unusual at first, this configuration proves its merit on the track. It streamlines the crucial third-to-second gear shift during intense racing situations and effectively prevents accidental “money shifts” when downshifting from fourth gear.
Spending any significant time behind the wheel of a pre-W210 Mercedes-Benz fosters a deep appreciation for their renowned engineering. The weighting and feedback of all controls are harmoniously balanced. While the braking system isn’t designed for sustained track abuse, it provides consistent and communicative performance over multiple laps. Upgrading to larger wheels and tires (in this case, 215-width Kumho MX tires on seventeen-inch AMG wheels) elevates the cornering capabilities to levels comparable to contemporary sport sedans like a Ford Fusion Sport or Mazda3. However, in a straight-line acceleration contest, the 190E’s modest power output (around 170 horsepower for a 3,000-pound car) means it will be left behind by most modern vehicles, except perhaps the least powerful economy cars.
Similar to driving a Corvette, Lexus IS, or the latest Honda Civic Si, steering the 2.3-16 is an exercise in visual precision rather than heavy-handed inputs. While the transition to understeer is predictable and well-telegraphed, the nuances of that transition are somewhat muted. This is inherently Autobahn-bred steering, calibrated to temper driver inputs and minimize unnecessary steering corrections at high speeds. During a late-night convoy run through winding Carolina backroads, keeping pace with more powerful “Lap Dog” vehicles, the W201 chassis’ inherent balance compensated for the steering’s less communicative nature. This allowed for controlled slides and recoveries even in fatigue and darkness, enabling me to maintain position with faster BMWs and Corvettes for considerable stretches.
Of course, no automotive adventure would be complete without a top speed test. Somewhere east of Laramie, we found ourselves alongside the 190’s spiritual successor, a C55 AMG, eager to explore the limits of this classic sedan. Acceleration through fourth gear was steady, if not breathtaking. The often-cited 140 mph top speed, however, remained just out of reach. A quick flash of headlights allowed the C55 to surge ahead as the 190E’s speedometer needle hovered around the 210 kph mark. Despite its age, the twenty-year-old Mercedes tracked straight and true, cutting through the wind with remarkable stability.
In the 2005 One Lap of America, we finished respectably, just behind a HEMI Magnum and narrowly ahead of an E39 M5. This is noteworthy for a car that would struggle to keep pace with a Nissan Sentra SE-R on level ground. While far from the overall leaders, the 190E proved its endurance. Stepping out of the car after seven days, having participated in half the track events and the majority of the transit stages, I felt surprisingly refreshed. The engineers of the W201 era clearly understood the art of automotive construction. It remains the only compact sedan that has genuinely captured my personal affection. Perhaps this is because it feels less like a completely new design and more like a W124 260E (which debuted later) shrunk down to a more compact form.
Mercedes-Benz eventually shifted its competitive strategy, moving away from direct rivalry with BMW in this segment. Instead, they acquired AMG, entrusting them to infuse their smaller sedans with potent torque and straight-line performance. Nevertheless, history records that in 2005, while E36 and E46 M3s ultimately claimed overall victory, the 190E outperformed the Munich contingent on tighter, more technically demanding tracks like BeaveRun and Nelson Ledges, sometimes by significant margins of ten to fifteen seconds. There was an undeniable magic inherent in the old Benz, even after 236,000 miles. One must wonder how many modern German cars will possess such enduring character and capability after similar mileage and time.
