190E Cosworth (190 E 16-valve (2.3-16, 2.5-16, Evolution I, Evolution II))

A Rally Engine Without a Rally Mercedes-Benz spent the late 1970s looking for a way back into competition and, having tried the 5.0-litre V8 450 SLC in rallying, commissioned Cosworth Engineering to build a four-cylinder capable of comfortably more than 300 hp for a works rally car. Cosworth's answer was a light-alloy twin-cam head with four valves per cylinder on the existing Mercedes M102 iron block, cast at Worcester and shipped to Germany for assembly. By the time the engine was ready the ground had moved. Audi's quattro had made a two-wheel-drive naturally aspirated rally car a waste of an entry fee, and the rally plan was abandoned. The engine was not. The revived Deutsche Tourenwagen Meisterschaft ran to Group A rules, which required a production basis, so a detuned version of the Cosworth motor went into a series-production sixteen-valve W201 to make the racing car legal.

Nardo, August 1983 Before the car was shown, it was proved. Between 13 and 21 August 1983 three lightly modified pre-production 2.3-16s ran continuously around the 12.6 km banked bowl at Nardo, eighteen drivers rotating six to a car, 243 pit stops, ambient temperatures between 35 and 42 degrees. They covered 50,000 km in a little over 201 hours at an average near 247.9 km/h, reverse gear removed to save four-tenths of a km/h and the final drive at 2.65:1 against the road car's 3.27:1. One car lost about three hours to a broken distributor rotor arm. The 2.3-16 was shown at Frankfurt the following month.

The Nurburgring, 12 May 1984 To open the Nurburgring's new Grand Prix circuit, Mercedes-Benz put a field of Formula One drivers into identical race-prepared 2.3-16s for a twelve-lap race: nine of the twelve living world champions, with Juan Manuel Fangio as master of ceremonies and a rookie who had failed to qualify at Imola days earlier. Ayrton Senna won in the wet, having traded the lead with Niki Lauda, by 1.58 seconds. Senna's car is in the Mercedes-Benz Museum, and he liked the model enough to collect a smoke silver road-going 2.3-16 from the factory in October 1985.

From 2.3 to 2.5, and the Evolutions The 2.5-16 arrived in 1988 with a longer stroke, a duplex timing chain answering the single-chain weakness of the early 2.3, and the ASD variable limited-slip differential. It was not enough: BMW's M3 kept moving, and Group A allowed 500-car evolution batches. The Evolution I of March 1989 reversed the bore-stroke relationship to permit higher revs, stiffened the suspension by around a quarter and enlarged the brakes. The Evolution II of March 1990 went further: bodywork developed in the wind tunnel by Professor Richard Eppler of the University of Stuttgart, a rear wing so large that a trim strip had to be added to the rear window to satisfy a rule about obscuring the driver's view, the AMG Power Pack as standard, and a drag figure below the plain saloon's despite the downforce. All 502 were sold before the show car was uncovered.

Group A, AMG and the End of the Formula On track the Evolution II debuted at the Nurburgring in June 1990 and took time to come good. Its best season was also Group A's last: in 1992 Mercedes-Benz drivers took 16 wins, 17 second places and 13 thirds from 24 races, Klaus Ludwig took the drivers' title, Roland Asch and Bernd Schneider filled the next two places, and AMG-Mercedes took the manufacturers' honours. That season formalised the AMG relationship Mercedes-Benz would later buy outright. The road cars were left behind quickly, and for two decades these were simply used-up saloons. The reappraisal came late, and it separated the Evolutions from everything else.

Rust is the defining structural fault and is described by British buyer's guides as capable of being rampant, the inner wings around the washer bottle and battery being the usual starting point, along with broken rear coils. The M102 has a strong reputation for durability, but early 2.3 units used a single timing chain that can stretch and break; replacement is quoted at roughly 70,000 miles, and the 2.5-16's duplex chain exists precisely because of the problem. Head-gasket failure is common and is usually traced to neglected corrosion-inhibitor levels in the coolant rather than to any inherent weakness. The hydro-pneumatic self-levelling rear suspension is the model-specific liability: accumulator spheres lose their charge, springs break and struts wear, and owners report that most failures are leaks from corroded pipework running the length of the car rather than from the pump. The dog-leg Getrag was heavily sprung when new and gets vaguer with wear - a period road test complained that even a straight-line change was a two-stage operation. Air conditioning failures and broken door-card mountings round out the list; parts specific to the sixteen-valve cars are not cheap.

Establish which car is in front of you before anything else, because the four specifications are separated by large sums. An Evolution I without its AMG Power Pack is a materially different car from one with it, and on a wide-arch car the serialised gearknob and the small EVOLUTION plate on the front wings are the quickest confirmation that it is genuine rather than a re-bodied 2.5-16. Every Evolution left the factory in left-hand drive; a right-hand-drive Evolution does not exist. On the 2.3-16, check the colour against the year - only blue-black and smoke silver metallic were offered at first, with almandine red and astral silver arriving later. Corrosion is the first mechanical question: the inner wings under the washer bottle and battery, the rear subframe mounts, jacking points and door bottoms. Ask for the self-levelling suspension to be demonstrated cold and again after a drive, and look for fluid on the rear struts and along the pipe runs forward; interiors are model-specific and the contoured rear seat and chequered cloth are hard to replace. Original, unmodified cars with continuous history are what the market pays for; the 2.5-16 has been a popular basis for engine swaps and track builds, and reversing that work is rarely economic.

As of August 2026, classic.com puts the 190 E 2.3-16 market benchmark at approximately $25,957 with an average sale near $31,482 on a falling trend. Recorded 2.3-16 results run from $5,900 for a 1986 project car in September 2025 to the ex-Ayrton Senna 1985 example, which made 230,000 pounds at RM Sotheby's London sale in November 2025 - a provenance result rather than a market one, on a car showing 154,302 miles. The Evolutions sit in a different market. As of August 2026 classic.com records an Evolution I benchmark of approximately $138,889 against an average of $125,732, with sales from $80,500 in May 2024, and an Evolution II benchmark of approximately $286,198 against an average of $281,201, trending upward, with a low of $155,250 in August 2022. Auction evidence tracks that: RM Sotheby's sold Evolution II serial 168 of 502 for $329,500 at Monterey in August 2024, while Niki Lauda's 1984 Race of Champions car made CHF 308,750 at St. Moritz in 2023. All auction figures are the houses' published results, which include buyer's premium.