The Driver's Benz - 1985-'88 Mercedes-Benz 190E 2.3-16

If you mention a high-performance, free-revving German sedan born from competition in the Eighties, many enthusiasts will immediately think of the BMW M3, that flared-fendered, big-winged, wide-tired beast from Munich. But they weren't the first ones to that party.

Several years before the first of BMW's sports-car-killing sedans ever left the factory, Mercedes-Benz introduced its own sporting compact sedan. Dubbed the 190E 2.3-16, this top-flight baby Benz made its public debut at the Frankfurt Auto Show in 1983, with a deeply clad body featuring a front air dam, a very un-Mercedes-like spoiler on the trunk, a tricked-out and lowered suspension and a fire-breathing, 7,000 RPM engine under the hood.

Weeks before that public splash, Mercedes-Benz engineers rented the Nardo test track in Italy for a couple of weeks, and unleashed three slightly modified 16-valve prototypes for a strictly controlled, FIA-sanctioned, 50,000-kilometer speed test. After eight-and-a-half days of non-stop driving, the prototypes had averaged better than 153 MPH for the duration. Mercedes had shown definitively that its new small sedan could be a damn fast car.

But to get there, Mercedes-Benz, a German company noted for the superiority of its engines since Daimler and Benz essentially invented the automobile in the 1880s, turned to an unlikely source for assistance. Cosworth had built a reputation in the 1960s and 1970s for building race-winning multi-valve engines for Ford, Opel and Vauxhall. Cosworth knew what it was doing when it came to designing multi-valve cylinder heads when Mercedes came calling in 1980.

Initially looking to compete at a higher level in the World Rally Championship, Mercedes wanted a dedicated race engine to power the new, lightweight W201 model (the 190E's chassis designation). In testing, Cosworth quickly turned the M102 four-cylinder into a 270-hp beast with the potential for over 300 hp in race trim. But then the Daimler-Benz board decided to cancel the rally project. Fortunately for sports sedan fans, that same board decided to go ahead with a production version of the Cosworth-designed engine that showed good reliability in testing.

In production trim, the Euro-spec 190E 2.3-16 with 10.5:1 compression was good for 185 horsepower and 167-lb.ft. of torque. With the M102's bore and stroke already oversquare at 95.5 mm by 80.25 mm, the twin-cam powerplant freely revved to its 7,000 RPM redline. Much of the rotating assembly was strengthened for this high-output, high-RPM operation, and a welded steel header was used in place of a cast-iron manifold. When U.S. deliveries finally arrived for the 1986 model year, compression was down to 9.7:1 and a catalyst had been added to the exhaust, though the tubular header remained. Power output peaked at 167 hp and torque at 162-lb.ft. in this trim. In all markets, the cars used Bosch's KE-Jetronic (CIS-E) mechanical/electronic fuel injection, a reliable system found in many European cars of the Eighties through the early Nineties.

But Mercedes-Benz built the 190E 2.3-16 as a complete performance car, not just an engine. The majority left the factory equipped with a close-ratio Getrag 275Z five-speed manual transmission. While a Mercedes-built 722.4 four-speed auto would also be available in the U.S., the manual made the most out of the free-revving engine. The five-speed featured a "dogleg" first gear, down and to the left in the pattern. This put gears two through five in the standard "H" pattern, a layout more suited to the track that helped avoid the so-called--and dreaded--five-to-two "money shift," a potentially engine-destroying move by a driver who inadvertently downshifts and mistakes second for fourth gear in his exuberance. All U.S.-bound 2.3-16s came equipped with a limited-slip differential fitted with a 3.27:1 final-drive ratio.

Interior

The development of the W201 chassis from the mid-Seventies through the early Eighties saw Mercedes engineers nearly reinvent suspension development for the company. The front featured not MacPherson struts with the springs concentric to the shocks, but separately attached struts, with the goals being more steering control and less vibration. At the rear, a multi-link setup also featured coil springs and an anti-roll bar, but in lieu of traditional fluid-filled shocks, self-leveling hydropneumatic units (exclusive to the 2.3-16) were fitted. With a 15-mm lower ride height and larger 15-inch wheels mounted with 205/55VR15 tires, grip vastly exceeded the standard 190E.

From the front to the rear, the aerodynamic add-ons found on the 2.3-16 gave an immediate visual clue to other drivers that this car was no ordinary Mercedes, what with its trunk-mounted spoiler, deeper front air dam and cladding on the sides. Even better, all of those aero pieces helped lower the car's coefficient of drag to a very impressive 0.34, even with the wider wheels and tires. Offering better cornering grip and zero lift made the car extremely stable, as proven by the car's 50,000-km high-speed run during the prototype stage.

Fortunately for buyers--then and now--Mercedes-Benz also built the car with rust prevention in mind, with body panels zinc-galvanized (on both sides in some cases), anti-corrosive wax used to fill unseen gaps and undercoat treatment applied to not only the underside of the unitized body but also to the doors and rocker panels. Mercedes-Benz in the Eighties was building cars meant to last well into the six-figure mile range. The result today is that few of these cars have rusted out, save for those damaged in an accident and simply neglected. Even better, Mercedes-Benz fulfilled another goal of the W201, which was to engineer in the safety and solidity of the larger S-Class models in a more compact chassis. Crash tests over the years have established that Mercedes succeeded in that goal.

Drivers were treated to a modern, driver-focused, cockpit-centric dashboard with a trio of clear white-on-black gauges, visible through the typically large Mercedes-Benz steering wheel. Even the HVAC controls were a simple three-dial affair with a slider bar for the fan speed, though U.S.-market cars got a more complicated automatic system. Drivers and front-seat passengers alike benefited from front seats made by Recaro and a cockpit designed to give front-row occupants similar room to S-Class passengers. The rear seat got no such considerations. While leather was standard in the U.S., European buyers had the option of fabric center sections. Whatever the covering, the seats served double duty of being grippy enough in spirited driving and supportive for long excursions.

Beyond the engine changes meant to meet EPA emissions standards, U.S.-bound cars also featured the sealed-beam headlamps that all American-market cars required at the time. With more luxury touches, such as more wood on the center console, and likely more sound deadening material, U.S.-spec cars were advertised at just over 3,000 pounds, or roughly 300 more than the typical European 190E 2.3-16. Mercedes-Benz painted all American-market cars in one of two hues: Smoke Silver and Black Pearl Metallic.

On the road, the 190E 2.3-16 proved to be a driver's car in the sense that it rewarded the pilot willing to rev the engine and ready to maintain momentum. Though never a drag racer, the car's 0-60 MPH sprint of around 7.5 seconds was a good two seconds--or more--faster than the standard, eight-valve 190E 2.3's 10-second average. Though the car leaned more than a hard-edged sports car, it remained relatively neutral, with the stiffer self-leveling hydropneumatic rear end keeping the car well planted.

The power-assisted recirculating-ball steering, particularly when being used via that large wheel, was not as tactile as that of, say, the contemporary M3, but once set up in a turn, steered accurately and definitively. Yes, the body rolled a bit, but the car stayed locked into a turn, easily controllable by the experienced driver's foot, if need be. On top of that, the high-performance 190E offered superior comfort and ride compared to the M3, perhaps giving it the edge as a daily driver or long-distance tourer.

Officially imported to the U.S. for the 1986 and 1987 model years, with gray-market cars from the Eighties and now 25-year-rule vintage examples entering the country, the 190E 2.3-16 has proven itself quite durable and reliable, with mileage over 100,000 expected and not a deal-breaker. We spoke with Pierre Hedary, a vintage Mercedes-Benz specialist from Titusville, Florida, and he assured us that these cars are quite robust.

We asked Pierre about parts availability, which can be a bit of a crapshoot because Mercedes will occasionally put certain parts back into production if the demand is sufficient. Calling around to multiple Mercedes-Benz dealers may reveal sources, insists Pierre. Likewise, there are aftermarket specialists who carry many parts. Fortunately, there are many parts common across many different Benz models, delivering better availability than might typically be found on such a relatively low-volume car.

The 190E 2.3-16 offers modern comfort, ultra-high-mileage reliability, the stellar performance of a true driver's car and styling that has aged very well, along with plenty of support for buyers. In recent years, that has seen the prices start to move upward for high-quality examples. We see this as a time to get in on these cars before they ascend the market like the M3, and Porsches from the same era. If you like to drive, you won't regret it.

Timeline

1970s Mercedes-Benz sets in motion the design and development of the W201, the first truly small Mercedes-Benz sedan in generations

1980 Mercedes-Benz first contacts Cosworth about developing a DOHC 16-valve racing variant of the M102 SOHC four-cylinder engine.

1982 Production begins of the 190E with various four-cylinder gasoline and diesel engines under the hood

1983 Mercedes-Benz introduces the 190E 2.3-16 production car at the Frankfurt Auto Show weeks after setting a handful of speed records in pre-production models

1984 Production of the 190E 2.3-16 begins in the fall for the 1985 model year for Europe

1985 Production begins for the 1986 model year with modifications for U.S.-bound cars

1987 Production for the U.S. ends as a larger-displacement 2.5-liter 16-valve engine continues for Europe and the rest of the world

1993 Production of all W201 models ends

Specifications

Engine DOHC 16-valve inline-four with cast-iron block and aluminum cylinder head Displacement 2,299 cc (140.3-cu.in.) Horsepower 167 @ 5,800 RPM Torque 162-lb.ft. @ 4,750 RPM Compression ratio 9.7:1 Induction Bosch LE-Jetronic fuel injection Gearbox Five-speed manual transmission; four-speed automatic optional Suspension Four-wheel independent; Front: damper struts, coil springs, anti-roll bar; Rear: multi-link, coil springs, anti-roll bar, hydropneumatic self-leveling shocks 0-62 MPH 7.5 seconds Top speed 143 MPH Wheelbase 104.9 inches Curb weight 3,030 pounds

ENGINE» Durable and reliable like any Mercedes engine of the era, the 16-valve four can easily pass 200,000 miles or more when properly maintained. Specialist Pierre Herady notes that "the first thing that anybody who buys a 16-valve should do is plan on spending 10 hours adjusting the valves. That's really about how long it takes to shim the valves correctly. And updating the timing-chain tensioner," he adds. "It's a bolt-in for the later ratcheting adjuster--there is nothing that you have to change about the car. It stops the characteristic timing chain looseness between the intake and exhaust cams that the cars suffer from, which led to valve failure and timing chain failure." The earlier spring-type tensioners are known to get weak after prolonged use. Aftermarket go-fast parts remain available, too.

BODY» Fortunately, rust protection from the factory has proven as durable as the engines over the years, save for improperly repaired accident damage. "You can park the thing in a leaky barn for 10 years and you can roll it out and you are going to find that the car is solid," says Pierre. Since the steel body components are shared with other 190E models, sourcing those pieces should not prove too hard. The challenge is finding the unique-to-the-16-valve plastic aerodynamic add-on pieces. "And a lot of stuff is the same, but not the plastic body panels," says Rick Ellinger, owner of Rockville, Maryland-based RC Imports. "The body stuff itself is very expensive." The doors of this "Baby Benz" close with the same resounding and reassuring "thunk" of an Eighties S-Class--the body structure is that solid.

INTERIOR» While the 190E 2.3-16's interior is largely shared with that of the standard eight-valve car, there are fundamental differences that go well beyond the gauge faces. Those differences include door panels that are unique and hard to find. Pierre points out that the "dashboards are the most delicate part of the car." So, tread lightly when getting into the dashboard to fix anything. Air-conditioning leaks requiring under-hood repair are common to all 190E's. "A lot of guys are scared to work on them and it's a little different than the eight-valve motor," says Rick. Fixing these leaks requires removing the intake manifold. Complicating HVAC issues is the fact that all U.S.-spec 16-valve cars came with an automated system with somewhat elaborate controls, as opposed to the simpler Euro layout.

ALSO CHECK» The hydropneumatic self-leveling rear suspension was a signature feature on many Mercedes models from the Seventies on, but the 2.3-16 was the only W201 model to get it. Pierre and Rick are both big fans of the system and believe that keeping it is essential to the car's impressive roadholding abilities. Rick, who won many races behind the wheel of a 2.3-16, and knows its suspension inside out and upside down, says, "The rear suspension is a really good system if it is in good working order." The special air shocks are not inexpensive, however. Pierre concurs: "The hydraulic rear suspension from the 190E 16-valve--I think it's an amazing system, and I love the way it works." Just make sure the system is set up correctly, the components are all functioning and tuned properly.

Production

1983 5

1984 2,445

1985 8,656

1986 5,473

1987 2,374

1988 534

Note: These figures are for worldwide production of the 190E 2.3-16. Production continued through 1993 with the similar 190E 2.5-16.

Price Guide

Note: Prices are for U.S. spec cars originally delivered to this market.

Parts Prices

Brake caliper, front $229

Brake rotor, rear $46

Bumper cover, rear, lower $819

Clutch disc $375

Cylinder head cover $480

Cylinder head cover gasket kit $31

Engine mount, front $170

Engine mount, rear $95

Interior door panel $222

Water pump $275

A Pro's Advice

The 16-valve was amazing, particularly in European trim, because it made very usable power--it was a very lightweight car--and it didn't blow up after 100,000 miles. The combination of reliability, the horsepower output, the lightness of the car and its mechanical robustness were a winning combination that you don't usually find in a performance sedan. And that's testified to, by the number of 16-valves that are still available compared to other short-lived performance sedans of the Eighties.

People say, "Oh, there is nothing more expensive than a cheap Mercedes." I think that's kind of a misleading statement. Everything on the 16-valve that is not a plastic body component or a dashboard or a seat cover--I know those are three big things--but if those three things are good, you can generally get the rest of the car there. -Pierre Hedary

Recent Ads

1986 Mercedes-Benz 190E 2.3-16 One-owner, believed to be numbers matching.... This 16-valve is loaded and remains in as good a shape as it was in '86... complete exterior restoration in 2005... like new Recaro leather bucket seats... Black Pearl Metallic, five-speed, 155,227 miles. $20,900.

1986 Mercedes-Benz 190E 2.3-16 Mechanically sound, this Mercedes 190E 2.3-16 Cosworth is a great drive and fun car to have. Overall, in good condition, full service and new tires put on recently. The car will need a paint job. Interior is fair with some minor issues with the leather from old age. 86,450 miles. $12,500/negotiable.

1986 Mercedes-Benz 190E 2.3-16 Very strong engine and transmission... Very nice paint overall, all the service and tune-up was done. The front interior leather seats should be redone, due to age and stitching undone. Only minor cosmetics as you can see from the photos. 156,402 miles. $24,500/negotiable

Alternatives

1988-'91 BMW M3

Price now $16,700-$52,600 Pros Distinctive style and scintillating performance; better on the track than the 190E 2.3-16 Cons M-exclusive parts becoming more expensive and harder to find; book value may not reflect skyrocketing prices

1987-'89 Alfa Romeo Milano Verde

Price now $7,600-$16,100 Pros Three-liter V-6 makes 16 more horsepower; transaxle design yields a balanced chassis and outstanding handling Cons Polarizing styling; timing belt lasts only 30,000 miles; idiosyncratic ergonomics

Viewpoint

It's a Mercedes! First of all, I like the size of the W201 chassis. I love manual transmissions and the fact this is one of the few Mercedes that was offered with a manual transmission, I kind of naturally gravitated towards that. My daily driver is a '95 E320 wagon that we converted to a manual transmission--that's how much I like manual transmissions!

I am a German car kind of guy. It doesn't hurt that the 16-valve has some history with racing. That's kind of fun. And it is a fun car to drive. I enjoy driving the car. It's a car that you have to drive to make it go fast. To quote another 16-valve owner, this is very much a momentum car. Once the car is up and running, it's a very satisfying drive. -Jeff Wong

Specialists

Bekkers

Albany, Georgia

229-888-2060

bekkers.com

Replacement and aftermarket parts for Mercedes-Benz, with a catalog of high-performance parts for the 190E 2.3-16

Mercedes-Benz Classic

Irvine, California

866-622-5277

facebook.com/MBClassicCenter

Restoration, sales and genuine parts for all vintage Mercedes-Benz models

Metric Motors

Canoga Park, California

800-622-6867

mercedesengines.net

Parts, subassemblies and complete remanufactured engines for Mercedes-Benz models from the 1950s to the 2000s

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