Few cars scream their intentions quite like a homologation special. The 1990 Mercedes-Benz 190E 2.5-16 Evolution II, or Benz Evo 2 as enthusiasts fondly call it, is a prime example. With its massive rear wing and aggressively flared fenders, this car is a far cry from the understated elegance of a standard 190E. Born from Mercedes-Benz’s ambition to dominate the German Touring Car (DTM) championship, the benz evo 2 is one of only 502 ever produced, each packed with performance upgrades. To dismiss it based solely on its flamboyant appearance, however, would be to overlook the unique blend of refinement and raw capability that makes this Mercedes-Benz truly exceptional.
Approaching the driver’s side door, the initial shock of its visual audacity gives way to the legendary status surrounding this vehicle. The story of the original 190E 2.3-16 igniting the rivalry with BMW and prompting the creation of the M3, the intense battles on the track, and Klaus Ludwig’s ultimate DTM victory in a benz evo 2 – these tales build significant anticipation. While the benz evo 2 might not be everyone’s ultimate dream car, it certainly holds that title for many, and I was eager to experience it firsthand.
Image alt text: Side profile of a silver 1990 Mercedes-Benz 190E Evo II driving on a paved road, showcasing its iconic rear wing and fender flares.
Before getting behind the wheel, it’s essential to understand the benz evo 2‘s origins.
The Mercedes-Benz 190E emerged in 1982 as a response to tightening U.S. Corporate Average Fuel Economy regulations. Mercedes-Benz needed a smaller, more fuel-efficient model to improve its overall fleet economy. Designed by Bruno Sacco, this compact Mercedes was a significant departure for the brand, but a necessary step to compete in the expanding U.S. luxury market. Despite its smaller size, the W201 (the 190E’s chassis code) maintained the safety, durability, and luxury standards synonymous with larger Mercedes-Benz models. Its multilink rear suspension, an industry first, contributed to the “baby Benz’s” impressive handling and stability, built upon a fundamentally robust platform. This combination made it an excellent luxury sedan and an ideal foundation for motorsport aspirations.
Initially, Mercedes-Benz hesitated to engage in factory-backed racing, a consequence of the devastating 1955 Le Mans disaster. However, they planned to make the 190E available to private teams for the World Rally Championship. The dominance of Audi’s all-wheel-drive Quattro, however, rendered the rear-wheel-drive 190E obsolete for rally competition before it even had a chance to compete. Mercedes then shifted its focus to the German Touring Car racing scene. There was one hurdle: the 190E’s M102 2.3-liter four-cylinder engine, producing 136 horsepower, lacked the necessary punch for competitive racing.
To boost engine performance, Mercedes-Benz collaborated with Cosworth. Cosworth developed a 16-valve cylinder head that significantly increased power output to 183 hp in European specification and 167 hp in the US version. This enhanced engine provided the motivation needed for track performance. To complement the newfound power and create a comprehensive 190E 2.3-16 package, further upgrades were implemented. Subtle aerodynamic bodywork revisions reduced drag and lift, a close-ratio five-speed Getrag manual transmission was installed, along with a limited-slip differential. Larger anti-roll bars, stiffer springs, and uprated dampers constituted the major suspension modifications, and the steering ratio was quickened for sharper responses.
Image alt text: Elevated three-quarter view of a silver 1990 Mercedes-Benz 190E Evo II parked, highlighting its boxy silhouette and aggressive stance.
Privateer teams began racing the 2.3-16 190E in DTM in 1985, achieving moderate success. While not consistently winning championships, their results were encouraging enough to spur BMW to enter the competition. In 1987, BMW launched its M3 with full factory support, prompting Mercedes-Benz to intensify its own racing efforts.
Mercedes-Benz responded with the 190E 2.5-16 Evo I in 1989, producing 502 units to meet homologation requirements for racing eligibility. 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 became even quicker. The Evo I featured wider fender flares and a more prominent rear wing, though still less dramatic than its successor. However, these improvements were still not enough as Audi’s factory team had also joined DTM, intensifying the competition.
Image alt text: Close-up of the rear of a 1990 Mercedes-Benz 190E Evo II showing the large rear wing, flared fenders, and 17-inch wheels.
Image alt text: Detailed view of the front quarter of a 1990 Mercedes-Benz 190E Evo II, emphasizing the flared front fender and multi-spoke wheel design.
Consequently, in 1990, Mercedes-Benz unveiled the benz evo 2, the ultimate homologation evolution of the 190E. Revised intake and exhaust systems, enhanced engine management, and a higher 7800-rpm redline increased power to 232 horsepower. Larger 17-inch wheels were fitted at all four corners. The most significant transformation, however, was the bodywork. The distinctive teardrop-shaped fender flares and the imposing rear wing gave it an unmistakable, aggressive appearance, reminiscent of a German take on the Plymouth Superbird. Crucially, it was effective; the benz evo 2 achieved a drag coefficient of just 0.29, providing Mercedes-Benz with the aerodynamic edge it needed.
Image alt text: Front three-quarter view of a silver 1990 Mercedes-Benz 190E Evo II, showcasing its aggressive front bumper and wide stance.
Despite intense competition, 1992 marked the 190E’s year of triumph. Driven by Klaus Ludwig, the benz evo 2 secured the DTM championship for Mercedes-Benz, cementing its place in motorsport history.
Over three decades later, the benz evo 2 remains highly revered. But why? Rarity alone does not guarantee desirability, nor does it ensure a rewarding driving experience, especially for limited-production homologation specials primarily engineered for racing success. With this question in mind, I opened the door of the benz evo 2 and settled inside.
Image alt text: Interior shot of a 1990 Mercedes-Benz 190E Evo II, highlighting the classic Mercedes-Benz design, bolstered seats, and dog-leg gearbox.
Once inside, it’s easy to forget you’re in a homologation special. The interior presents itself as classic 1980s Mercedes-Benz, with materials and build quality that reinforce the brand’s reputation for durability and solidity. However, closer inspection reveals subtle differences. The more aggressively bolstered seats appear slightly out of place in the otherwise restrained cabin. The familiar Mercedes-Benz gauge font now displays a surprisingly high 7800-rpm redline, and the gear lever indicates a dog-leg five-speed pattern. Small, aerodynamically optimized side mirrors extend from the base of the front door windows – the left one rectangular, the right smaller and stubbier, just large enough to register a car approaching in the next lane. Looking through the rearview mirror, you’ll notice a window cover that reduces rear visibility – a clever solution to DTM regulations stipulating that rear wings must not obstruct the driver’s field of vision, effectively concealing the wing from the driver’s immediate view.
Image alt text: Interior view through the rear window of a 1990 Mercedes-Benz 190E Evo II, showing the reduced visibility due to the window cover designed to minimize rear wing obstruction.
I pull the gear lever down and to the left to engage first gear. The dog-leg gearbox takes a moment to adapt to, and while the gear change isn’t lightning-fast – this is not a drag racing transmission – the positioning of second and third gears in a straight line facilitates quick and intuitive shifts, undoubtedly reducing the risk of mis-shifts on the track. The gear lever’s movement between gates is slightly firm with a somewhat plasticky feel, but it’s precise and never feels delicate. At higher speeds, a well-executed rev-match smooths out any notchiness during downshifts.
Speaking of rev-matching, the pedals are ideally spaced, and the footwell offers ample room despite the car’s compact dimensions. Clutch engagement is smooth and progressive, with a reasonably broad engagement point.
Image alt text: Close-up of the dog-leg gear shifter in a 1990 Mercedes-Benz 190E Evo II, highlighting the shift pattern and Mercedes-Benz build quality.
Once in motion, the car immediately feels small – even tiny. The shallow dashboard, upright windshield, low window line, and short hood, adorned with the iconic three-pointed star, all contribute to a sense of compact agility. Visibility is excellent, except directly to the rear, naturally.
A few miles into the drive, the contrasting nature of the benz evo 2 begins to emerge. It performs everyday driving tasks with remarkable ease: it absorbs road imperfections smoothly, idles calmly, and emits a sporty, yet not overly aggressive, engine note. This is not the highly strung, temperamental machine its exterior might suggest. It serves as a reminder that regardless of how exotic the term “homologation special” sounds, the inherent quality of the underlying platform significantly shapes a car’s character.
Image alt text: Engine bay of a 1990 Mercedes-Benz 190E Evo II, showing the 2.5-16 engine and Mercedes-Benz engineering.
Then, pushing harder reveals the true essence of the benz evo 2. Around 6000 rpm, the engine’s intake note transforms into a guttural roar, a deep four-cylinder inhale that intensifies as the revs climb. While the engine provides ample torque at lower speeds, it truly thrives at higher revs, pulling strongly all the way to the redline. The gearbox seems to become more precise and rewarding when used with greater urgency. The suspension, while compliant by modern standards, effectively controls body roll and remains composed even over mid-corner bumps.
However, the steering is the standout feature. Surprisingly light at lower speeds, it could almost mislead you into thinking you were driving a mid-engined car, based on its weight and the level of feedback it provides. While Mercedes-Benz progressively quickened the steering ratio from the 2.3-16 to the Evo I and finally to the benz evo 2, it avoids feeling overly sensitive or twitchy. Combined with the consistently composed suspension, it creates what might be the most communicative and confidence-inspiring front end of any front-engine car I’ve ever experienced.
The brilliance of the benz evo 2 lies in its finesse; it’s not a brute force machine that demands constant wrestling. It’s remarkably balanced – communicative yet never nervous. Intense in its engagement, but not physically tiring. It rewards skillful driving rather than demanding sheer strength. This makes it the kind of car you could drive hard and enjoy for hours on end. And, perhaps surprisingly, you could easily use a benz evo 2 as a daily driver – it retains all its fundamental usability as everyday transportation while becoming one of the most rewarding sport sedans ever created.
Image alt text: Close-up badge on a 1990 Mercedes-Benz 190E Evo II, showcasing the “Evolution II” designation and Mercedes-Benz quality.
Unfortunately, this level of driving pleasure comes at a significant price. While the Hagerty Price Guide doesn’t specifically track the benz evo 2, sales data reveals their rarity and value. Naturally, they appear for sale less frequently than the more common 2.3-16 predecessor. Over the past five years, 24 benz evo 2 models have sold at auction, compared to 60 transactions for the 2.3-16. The average transaction price for a benz evo 2 during this period is a staggering $296,000. For comparison, a #2 (Excellent) condition 190E 2.3-16 is valued at $50,800. Values for the 190E platform as a whole are appreciating, with the three-year change for the benz evo 2 at +9.7 percent, while a #3 (Good) condition 2.3-16 is up 2.4 percent (and 10 percent since the beginning of 2024).
The pinnacle of the DTM-inspired 190E lineage exists in a rarefied atmosphere, and prices for top-tier examples began their upward trajectory in 2022. The 2.3-16 driven by Niki Lauda 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 rarity, as a pristine, 3317-mile benz evo 2 sold at the end of 2023 for an astounding $544,000.
This trend is expected to continue for the benz evo 2, even amidst broader market fluctuations. The collector car status of homologation specials, particularly those from the 1980s and 1990s, is becoming increasingly entrenched. Demographics further support this trend, with 72 percent of individuals seeking insurance quotes for the benz evo 2 being Gen X or younger.
Despite its visually outrageous design, the benz evo 2’s meticulously engineered execution delivers a near-perfect driving experience that leaves a lasting impression. This car embodies the rare combination of rarity and exceptional driving dynamics, solidifying its status as a highly sought-after collector car. Hopefully, those fortunate enough to own a benz evo 2 will not hesitate to experience its remarkable capabilities on the road.
Image alt text: Front grill of a 1990 Mercedes-Benz 190E Evo II, emphasizing the Mercedes-Benz star and classic grill design.
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