Mercedes-Benz 190E

Mercedes-Benz W201

The Mercedes-Benz W201 was introduced in November 1982 as the Mercedes-Benz 190. £600 million was spent researching and developing this car with Mercedes-Benz acutely aware that a failure of this model could easily bring down the rest of their model range and ultimately the entire company’s reputation. By Mercedes-Benz's own admission, the 190 was 'massively over-engineered'. They were not interested in competing for one or two customers to switch from Ford or Rover, but for hundreds, even thousands, of customers suddenly to find a new side to Mercedes-Benz with a new image of family-oriented compact cars. These new customers were not wrong. The UK market was kept waiting up to 12 months longer than mainland Europe to get the 190s into the showrooms, and as soon as the vehicles arrived in showrooms, they were sold. Local 'red tape' in Bremen prevented MB from building the 190 there as they wanted, so production was started in Sindelfingen at a maximum capacity of just 140,000 units per year. Eventually after just the first year, Bremen was cleared for production of the 190 and these lines replaced the commercial vehicle lines at Bremen which included the first running modifications since its release. The 190 suffered upon the release of the sportier and more powerful, Saab 900, Audi 80 and BMW 3 series in 1987-1991.

The model was a single 4 door saloon/sedan body type which was designed to fill a hole in the model range below the W123 Mercedes E-class series. It was quickly dubbed "the Baby Benz". However, despite being introduced as the cheapest Mercedes passenger car, this did not show in the engineering. Amongst the items that were a first for any Mercedes was the 190's advanced Multi-link suspension at the rear, used in subsequent E- and C- class models, and developments of which are still in use today in Mercedes road cars. It featured front and rear anti-roll bars, as well as anti-dive and anti-squat geometry. The 190 was also available with airbags and ABS brakes, which were very advanced safety features at the time.

190/190E 8 valve petrols

The 190, also known as the "W201" by Mercedes' own chassis codes, did however share its four-cylinder petrol engines with the existing E-class. These were a 2.0 with multi-point fuel-injection, and chain driven overhead cam producing 122 bhp, an otherwise identical 2.3 producing 136 bhp, and at the bottom of the range a 2.0 carburettor engine with 105 bhp. In North America only the 2.3 8 valve four-cylinder was available, slightly reduced in power at 130 bhp. The 2.0 carburetted engine was replaced by a more efficient 1.8 L injected model producing 109 bhp during the last three years of production. The fuel injected models are known as the 190E, whereas the 2.0 carburettor models were badged simply '190'. In Australia, the 1.8 model was known as the 180E. In the USA, the 190E 2.3 version was dropped after 1988 and returned in 1991.

All petrol models were available with a four-speed automatic option - switchable between standard and economy modes in Europe. This was a very popular option even though it gave slower acceleration figures.

190D four- and five- cylinder diesels

1983 also saw the first 190D models with a brand new diesel engine which was 25 pounds lighter than the 2.0 petrol engine. This engine had uncommon ‘Crossflow’ cylinder heads, hydraulic tappets and a single belt driving all ancillaries, following the design of their petrol engines. Everything was readily accessible for servicing, and a thermostatically-controlled heating element prevented the diesel fuel from ‘waxing’ in cold temperatures and turning to jelly in the fuel lines. The sound had been reduced by 50% because of the three-piece capsule around the engine. Diesel models were available as a 2.0 four-cylinder, 2.2 four-cylinder, and 2.5 five-cylinder. The turbocharged version of the latter made 122 bhp, equalling the 2.0 injection petrol. These models can be spotted by air intakes in the exhaust-side front wing (fender). The 2.5 turbo engine was not available in the UK or USA however. In the USA, the diesel engines were dropped after 1989.

190E 2.6 straight-six cylinder

After the world had become used to the 16 valve models, Mercedes-Benz unveiled the surprise 2.6 model in 1986. This was fitted with a new 2.6 L six-cylinder engine from the new W124 E-class model range, producing 166 bhp and bringing new character to the 190 class. Being a straight six configuration, it had smoothness lacking from the existing four-cylinder petrol or diesel engines. Although on paper it looks as if it was superfluous alongside the similarly powerful 2.3-16 valve, it was in fact intended as a less sporting, less frantic, more relaxed and smoother alternative to the 16 valve models. Famed motoring journalist LJK Setright once rated the 190E 2.6 as one of his favourite cars.

190E 2.3-16 valve & 2.5-16 valve "Cosworth"

The Story

Back in the late 1970s, Mercedes competed in rallying with the big V8-powered Coupés of the R107 Series, mainly the light-weight Mercedes 450 SLC 5.0. Mercedes wished to take the 190E rallying, and asked British race car engineering company Cosworth to develop an engine with 320 bhp for the rally car. This project was known as project "WAA" by Cosworth". During this time, the Audi Quattro with its all wheel drive and turbocharger was launched and made it apparent that the 2.3-16v would not be competitive. With a continued desire to compete in high-profile motorsport with the 190, and also now an engine to do it with, Mercedes turned to the Deutsche Tourenwagen Meisterschaft (DTM) motorsport series instead. Cars racing in this championship, however, had to be based on a roadgoing model. Mercedes therefore had to put into series production a 190 fitted with a detuned version of the Cosworth engine. This high performance model was known as the 190E 2.3-16, and debuted at the Frankfurt Auto Show in September 1983, after its reputation had already been established. Three cars, only slightly altered in cosmetic bodywork, had previously set three world records in August at Nardo, Italy, recording a combined average speed of (138.06 mph) over the endurance test of 50,000 km, and establishing twelve international class endurance records.

The Engine

The Cosworth engine was based on the 2.3 8 valve 136 bhp unit already fitted to the 190- and E-class series cars. Cosworth had redeveloped the entire engine, including fitting it with a new cylinder head, which was developed by Cosworth engineers "applying knowledge we've learnt from the DFC and BDA". It was made from light alloy using Coscast's unique casting process and brought with it dual overhead camshafts and four valves per cylinder, meaning 16 valves total which were developed to be the "largest that could practically be fitted into the combustion chamber".

In roadgoing trim the 190E 2.3-16 produced 49 hp (36 kW) and 41 ft·lbf (55 N·m) of torque over the basic single overhead cam 2.3 engine on which it was based. The 2.3 L 16 valve engine made "185 hp (137 kW) at 6,200 rpm and 174 ft·lbf (235 N·m) at 4,500 rpm, the oversquare 95.50 x 80.25 mm bore and stroke dimensions ensuring that it revs easily up to the 7000 rpm redline". Acceleration from 0-100 km/h (62 mph) was 8.0 seconds, and the top speed was 230 km/h (143 mph).

The roadgoing version of the engine was reconfigured with reduced inlet and exhaust port sizes, different camshaft profiles, no dry sump configuration and Bosch K-jetronic replacing the specialised Kugelfischer fuel injection. These changes helped bring power down to the required 185 bhp specification, but still resulted in a "remarkably flexible engine, with a very flat torque curve and a wide power band". The heads for the engines were cast at Cosworth's Coscast foundry in Worcester and sent to Germany to be fitted to the rest of the engine, some of which was very different from the standard 2.3 including pistons of light pressed alloy and rings designed to withstand higher engine speeds, whilst con-rods, bearings and bearing caps were found to be strong enough as standard and left unaltered.

The 2.5 model

An enlarged 2.5 L engine replaced the 2.3 L in 1988 and increased output by 17 hp (12.5 kW) with a slight increase in torque. For the European market without catalyst the car delivered 202 bhp (150 kW). The catalytic converter was becoming prevalent at this time, and catalyst equipped 2.5-16s produced a slightly reduced 197 bhp. It is a subject of debate whether the 2.5 L engine was developed and built by Mercedes or Cosworth. Mercedes were not keen to broadcast the fact that their most sporting saloon car has an engine developed by a British company. However some cylinder heads from 2.5 L cars are stamped with the Coscast logo indicating they were cast at Cosworth's foundry just like the 2.3s. Cosworth also list a Project code "WAB" for the development of the 2.5-16 cylinder head just as they do for the 2.3-16 cylinder head.

16v Differences

Due to their performance status, the 16 valve cars were in some areas very different from the other 190 models. The body kit on the 2.3 16 and 2.5 16 reduced the drag coefficient to 0.32, one of the lowest cd values on a four door saloon of the time, whilst also reducing lift at speed. The steering ratio was quicker and the steering wheel smaller than that on other 190s, whilst the fuel tank was enlarged from 55 to 70 L. The getrag 5-speed gearbox was unique to the 16 valve and featured a "GT" gear pattern with 'dog-leg' first gear, left and down from neutral. This meant that the remaining 2nd, 3rd, 4th and 5th gears were in a simple H pattern allowing fast and easy selection. The gearchange quality was, however, noted as "notchy, baulky", criticisms also levelled at the E30 BMW M3 which shared the same gearbox. An oil cooler was fitted to ensure efficient oil cooling for the inevitable track use many of these cars were destined for.

The strictly four-seater interior had sports seats with strong side bolsters for front and rear passengers. 3 extra dials - an oil temperature gauge, stopwatch and voltmeter - were included in the centre console. The, 190E 2.3-16 was available in only two colours, Blue-Black metallic, and Smoke Silver (which looks gold). The introduction of the 2.5-16 brought along two extra colours, Almandine Red and Astral Silver.

All 16 valve 190 models are fitted with a Limited Slip Differential (LSD) as standard. They were also available with Mercedes' ASD system, which is an electronically controlled, hydraulically locking differential which activates automatically when required. The electronic control allows varied amounts of differential lock from the standard 15% right up to 100%. It is not a traction control system however, and can only maximize traction rather than prevent wheelspin. Activation of the ASD system is indicated by a flashing amber triangle in the speedometer.

The suspension setup on 16 valve models is different to almost every other 190. As well as being lower and stiffer, it has quicker dampers, stiffer anti-roll bars, different bushings and hydraulic Self-Levelling Suspension (SLS) on the rear. This allows the rear ride height to remain constant even when the car is fully loaded.

At the inauguration of the new, shorter Nürburgring in 1984, a race with identical cars was held, with former and current F1 pilots at the wheel. A rather unknown young driver named Ayrton Senna took First place in that race.

Private Teams such as AMG later entered the 2.3-16 in touring cars races, especially the DTM. In the late 1980s, the 2.5-16 (never released in the United States) lost several times, against the similar BMW M3 and even the turbocharged Ford Sierra Cosworth

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