Chic, safe and sporty – with these demands in mind, Mercedes-Benz expands its model range on December 8, 1982 to include a new, more compact model series below the upper mid-size class and the full-size class. The Mercedes-Benz 190 and 190 E models of the 201 model series sets new standards in this market segment. Today, even after decades, the design of the compact sedan looks modern, and the technology is by no means antiquated. And the brand’s entry-level model, affectionately dubbed “Baby-Benz” in the vernacular, is still part of the streetscape as a popular, comfortable, and reliable classic. After starting with the two petrol engine types, the engine range is continuously expanded. As early as 1983, a diesel variant appears, the 190 D. The sporty “sixteen-valve” 190 E 2.3-16 and its successors were successful in sales and motorsport from 1984 onwards. Especially in the German Touring Car Championship (DTM) they win races and titles.

The 190 and 190 E models feature the four-cylinder M 102 engine with a displacement of 1,997 cc. The engine has been in use in a modified form in the Mercedes-Benz 200 of the 123 model series since 1980. In order to clearly position the compact class, the brand chooses the smaller number 190 for the new models. When Mercedes-Benz presents the successor model series 202 in May 1993, it is given a name corresponding to the new nomenclature – now it is the C-Class. Mercedes-Benz has been on the market since 2021 with the current C-Class of the 206 model series.

Expansion of the model range by an attractive compact class

For decades, Mercedes-Benz passenger cars have belonged to the luxury and upper-middle classes. This changes at the end of 1982 with the 190 and 190 E models. This portfolio expansion of the brand is by no means a matter of course at the time. A more compact model series has been discussed since 1974, when Professor Hans Scherenberg, Board Member for Development, lays the cornerstones for a Mercedes-Benz passenger car below the mid-size class in the wake of the oil crisis: “This must be a typical Mercedes-Benz. So we can’t compromise too much in terms of driving culture, safety and the corresponding Mercedes-Benz characteristics.”

The success of Mercedes-Benz implementing these demands becomes clear when presented to the dealerships and its contractual partners on 8 December 1982: The compact and easy-to-handle saloon conveys driving pleasure, the seating position of the driver and front passenger is just as good as in the larger Mercedes-Benz vehicles, and road holding, driving comfort, quality, reliability and durability does not decline. The realization of the project is decided on 19 October 1978. At that time, the company’s board of directors determines that the 190 would be smaller, lighter and more economical than the popular mid-range 123 series. In contrast to that model, the following dimensions are specified: Total length 4,420 millimetres (minus 305 millimetres), width 1,678 millimetres (minus 108 millimetres), height 1,383 millimetres (minus 55 millimetres). The weight of the Type 190 is reduced by 280 kilograms to 1,080 kilograms compared to the Type 200.

The most modern vehicle production in the world

The W 201 has gone into series production in Sindelfingen before production also begins at the Mercedes-Benz plant in Bremen, which emerges from the Borgward plant in 1978. At the site, the Nordwerk Im Holter Feld is built especially for the 201 model series, which is considered the most modern vehicle production facility in the world at the time. For the first time in the industry, for example, the axles are installed automatically. The former Daimler-Benz AG invests around DM 1.4 billion in the new plant – the largest single investment in the company’s history to that date. Production begins in September 1982 in Hall 7 with body-in-white components, which are previously delivered to the Sindelfingen assembly plant. With the commissioning of Halls 8 (painting) and 9 (assembly) in 1984, the construction of complete vehicles begins. The great success of the compact class ensures that capacities and workplaces at the Bremen plant are continuously expanded. A total of around 1 million 190s are built in the city on the Weser River until August 1993. To this day, Bremen is the worldwide lead plant for the C-Class.

Excellent aerodynamics and exemplary safety

An important argument for the small Mercedes-Benz is provided by the US Congress in 1975 with the further tightening of the “Clean Air Act” introduced in 1970. The amendment stipulates that, from model year 1985 on, the fleet consumption of a manufacturer may not exceed 8.3 litres per 100 kilometers. In the important export market of the USA, a compact Mercedes-Benz can make a decisive contribution to achieving this goal – among other things with sophisticated aerodynamics. In fact, at its market launch in 1982, the 201 model series has the best drag coefficient of all Mercedes-Benz saloons with c_W = 0.34. The consistent lightweight construction of the new compact class is by no means to be achieved at the expense of active and passive passenger safety. On the contrary, the body of the W 201 becomes a model for other Mercedes-Benz model series in some areas. This includes the roof structure with the roof rails facing outwards. For the first time, a fork carrier structure made of high-strength sheet metal is introduced, whose extreme rigidity provides for defined deformation in crashes and also leads to a weight reduction of eight kilograms.

Innovative technology, timeless design and a wide range of engines

The rear axle design is particularly groundbreaking for the chassis. This multi-link rear axle bears its name because five tie-rods arranged in a precisely defined position to each other in space guide each rear wheel individually. Track, camber, track width change, start-up and brake anti-dive support can be determined independently of each other. This optimally controlled wheel guidance largely compensates for lateral and longitudinal forces in all driving conditions. This avoids unwanted steering movements of the wheel and ensures very balanced handling. At the front, a damping strut front axle operates with brake anti-dive support is guided by individual triangular wishbones. It guarantees good straight-line stability and creates space under the bonnet with a low overall height.

The clear design of the 201 series is created under the leadership of chief designer Bruno Sacco and is significantly influenced by Peter Pfeiffer. Pfeiffer’s maxim: “Even a Baby-Benz has to look like a Mercedes-Benz, but not like a scaled-down S-Class.” Looking back, the designer explains: “Even after 40 years, this Mercedes-Benz does not look like a classic car. The vehicle, with its design, is still wonderfully on the road today.” Classic car lovers see it the same way: Prices for well-maintained vehicles in the series have been rising for years.

The first compact class offers engines for almost all requirements: The carburettor variant of the first 190 in 1982 produces 66 kW (90 hp), the 190 E equipped with petrol injection 90 kW (122 hp). After that, the engine range is continuously expanded. In 1983, the 190 D (53 kW/72 hp) appeares, the “whisper diesel” with sound-absorbing engine encapsulation. The series of successful sixteen-valve engines begins in 1984 with the 190 E 2.3-16 (136 kW/185 hp), which is replaced in 1988 by the 190 E 2.5-16 (143 kW/195 hp). In 1989 and 1990, the homologation models 190 E 2.5-16 Evolution and 190 E 2.5-16 Evolution II come into being for motorsport. In 1992, the last year of production, Mercedes-Benz presents the AVANTGARDE versions of the 190 E 1.8, 190 E 2.3 and 190 D 2.5 as attractive special models with pearl-effect paintwork, among other things. They provide impetus for individualization in the high-volume segment.

Records and motorsport successes

The 190 E 2.3-16 sets three long-distance driving world records on the Nardò test track in southern Italy in 1983. In 1985 it is approved for motorsport (homologated) and first used in the French Touring Car Championship. In the 1986 German Touring Car Championship (DTM), Volker Weidler is runner-up in the drivers’ standings with a 190 E 2.3-16 technically supported by AMG. In 1988, Mercedes-Benz decides to return to motorsport, and from 1991, the new Head of Mercedes-Benz Motorsport, Norbert Haug, bundles the racing development of the 190 E 2.5-16 EVO II at AMG. After victories in previous years, the EVO II takes the top three places in the DTM in 1992 with Klaus Ludwig, Kurt Thiim and Bernd Schneider, while Mercedes-Benz defends its victory in the manufacturers’ classification. In 1993, Roland Asch is runner-up for the second time with the 190 E “Class 1”.

The Mercedes-Benz 190 was an interesting model for Mercedes, loved by some for it’s itsy bitsy size and hated by others for the very same reason.  Love it or hate it, the 190 paved the way for the mini-sedan segment and the Mercedes C-Class.  But what if Mercedes had made a cabriolet version, what would it have looked like?

Wonder no more.  Master automotive manipulator Theophilus Chin designed his own version of a 190E Cabriolet.

Not familiar with the Mercedes 190, here is a little background for you.  The Mercedes-Benz W201 four-door sedan, more affectionately known as the 190, 190E, was an important car in its time, mainly because of its small size. It was so small that we’re pretty sure that if it were still being produced for the U.S. market, the Mercedes 190E would be the smallest four-door sedan on any car log.

The idea of a subcompact German luxury car was unheard of in the early 70’s, Mercedes was busy building either fast cars, large diesel cars or large fast cars – none of which were fuel efficient.  But it was apparent that Mercedes needed a smaller, more fuel-efficient car if they were going to meet impending U.S. Corporate Average Fuel Economy (CAFE) requirements that ensued after the Arab Oil Embargo in ’73.  And so, in 1982, the “Baby Benz” was born in the form of the 190E. Despite its teeny, tiny size, from the driver’s perspective, the 190E had to look and feel like a Mercedes, no matter what the cost. In order to achieve such a feat, Mercedes was rumored to have spent what would today be $4 billion dollars.  With it’s lackluster sales, that is an amount that was likely never recouped.  The W201 was retired in 1993 paving the way for the now extremely popular C-Class.

At the end of November 1982, Mercedes-Benz presented the 190 and 190 E models from the W 201 model series to the press. The compact and technologically groundbreaking saloon supplemented the Mercedes-Benz passenger car product line with a third model series, alongside the mid-range series and the S-Class. With this step towards a broader model series portfolio, the 190/190 E clearly showed the way forward into the future of the entire brand. This is because it not only marked the start of the segment designated internally within the company as the compact class, which subsequently came to bear the designation C-Class from 1993 with the launch of the W 202 series. In fact, with this fresh and advanced saloon, it also marked the start of the great model offensive from Mercedes-Benz.

Some 30 years after making their premiere, the saloons of the W 201 model series continue to demonstrate their strengths to impressive effect: to this day, their clear lines still delight with their timeless modernity. In retrospect, the vehicle technology too has also been characterised by a host of innovative ideas and concepts.

Besides the modern design, for which Bruno Sacco was responsible, the affectionately named “Baby Benz” as the 190 model was known also scored well in terms of its high degree of passive safety and modern suspension technology, good aerodynamics and intelligent lightweight design. Among other features, Mercedes-Benz specifically developed and patented independent multilink rear suspension for the 190, in which each rear wheel is supported by five independent links, thus helping to ensure equally high levels of ride comfort and handling precision.

Designers and engineers drove the compact class even further forward into the future with two model facelifts in 1988 and 1991. More than 10 years after the market launch, in February 1993 the Sindelfingen plant ceased production of the first generation of the compact class. The 190-models continued to be produced in the Bremen plant until August, mainly for export. The total number of vehicles produced – some 1,879,629 – reflects to impressive effect the resounding success which the new compact class enjoyed for the brand. In May 1993, Mercedes-Benz presented the C-Class (W 202 series) as the successor to the “Baby-Benz”.

The evolution of the W 201 model series

Following the presentation of the new model series, initially in 1983 only the 190 and 190 E models were available with 2-litre four-cylinder petrol engines (66 kW/90 hp and 90 kW/122 hp). In the autumn of 1983, Mercedes-Benz presented the 53 kW (72 hp) 190 D “whisper diesel” at the International Motor Show in Frankfurt, which caused something of a sensation as a four-cylinder diesel engine which was not only more efficient but also particularly quiet due to engine soundproofing.

Also making an appearance in 1983 was the 190 E 2.3-16 model, whose engine featured a newly developed four-valve cylinder head and produced 136 kW (185 hp). This top-of-the-range model in the W 201 series promised a special level of sportiness – and in fact in the summer of 1983, the Saloon clocked up several long-distance world records in Nardo in Italy, including runs over distances of 25,000 kilometres, 25,000 miles and 50,000 kilometres, at average speeds of almost 250 km/h.

In the years which followed, Mercedes-Benz consistently expanded the compact class model range. Additions included export models such as the 190 D 2.2 and 190 E 2.3 models, specifically designed for the North American market. Overall the performance potential of the W 201 continued to grow beyond the production period with a number of new models: for example the five-cylinder 190 D 2.5 (1985, 66 kW/90 hp) and, as the first six-cylinder compact class model, the 190 E 2.6 (1986, 122 kW/166 hp).

The pinnacle of performance was ultimately marked by the 190 E 2.5-16 (143 kW/195 hp) in 1988, and the further stages of development derived from this vehicle which took output up to 173 kW (235 hp). At the same time they also formed the basis for the motor sport touring cars with which Mercedes-Benz achieved a great deal of success in the world of motor sport – right through to the victory in the German Touring Car Championship (DTM) in 1992 by Klaus Ludwig in the AMG-Mercedes 190 E 2.5-16 Evolution II.

“No other car has generated anything like the curiosity as this new development from the world’s oldest motor manufacturer”, wrote specialist magazine “auto, motor und sport” in 1983 about the new compact class. A modern, fresh feel, combined with technical leadership aspirations in what for the brand was a new segment, filled the public and specialists alike with enthusiasm at that time. The W 201 has retained this sense of flair. Today, some 30 years after its premiere, it still comes across as a young, modern classic.

Did you know?

Two outstanding exhibitions will be taking place this autumn:

“Mille Miglia – Leidenschaft und Rivalität” (“Mille Miglia – Passion and Rivalry”) at the Mercedes-Benz Museum, Stuttgart, from October 10, 2012 to January 6, 2013.

“Silver Arrows 1934-1939” at the Louwman Museum, The Hague, the Netherlands, from October 11, 2012 to January 6, 2013.

When the 190 was first presented in December 1982, it didn’t look particularly revolutionary. Yet the Mercedes-Benz mid-size sedan, known within the company as the “compact class” and positioned below the E-Class, S-Class and SL-Class, became a milestone for the future development of the Mercedes-Benz model portfolio. Its strong, clear lines matched its product claim as a genuine Mercedes-Benz, an embodiment of progress, about to step out into a new car category.

With its clearly defined wedge shape and finely chiseled light-catching contours, there was nothing reticent about the new model series, proudly taking its place in the Mercedes family. The man responsible for the fresh linear design was Bruno Sacco. The first models in the W 201 series were the 190 and 190 E which quickly became a major success and role models. As well as providing the basis for subsequent C-Class generations, the 190 sedan, known affectionately as the Baby Benz, also became the first shot in Mercedes-Benz’s product drive.

The Mercedes-Benz compact class – or C-Class as it became known as from the subsequent W 202 series, according to the nomenclature introduced at the time – clearly aimed to replicate the virtues of its bigger relations in terms of handling, passive safety and reliability. Along with its smaller size, the new Mercedes-Benz was also lighter and very economical.

To reduce fuel consumption, the Mercedes engineers optimized the aerodynamics of the body and also used high-strength sheet steel and other innovative materials to reduce the weight of the car. As a result, the 190 weighed just 1180 kilograms, without any reductions in passive safety. One of the features providing passive safety commensurate with the S-Class sedans was the forked-member structure of the front end. This design, taken from the S-Class from the 126 series, ensured that the 190 also met the requirement for an asymmetrical frontal collision at 55 km/h with 40 percent overlap.

New standards set by the multi-link independent rear suspension

The 190 also had a revolutionary new chassis design, developed specifically for the new model, which proved a great success. The main feature was the multi-link independent rear suspension. Each of the rear wheels was located by five independent links for optimum wheel control, with lateral and longitudinal forces effectively balanced in all driving situations. This improved steering precision and ensured very well-behaved handling characteristics. The new rear axle design was also lighter and more compact than its predecessors. The front axle featured shock-absorber struts located by individual triangular wishbones and anti-dive control. This gave the W 201 excellent straight-line stability, and being a relatively flat structure it also left a lot of space under the hood.

These chassis innovations delivered their benefits only once the car was on the road, but there were some other surprises in store for Mercedes drivers used to the S-Class and mid-series as soon as they entered the car. Instead of having a foot-operated parking brake, as used in all Mercedes passenger models made in Stuttgart from 1968, the W 201 model series had a conventional parking brake, operated by means of a lever between the front seats. The engineers saw this as a way of saving space in the foot well, and in any event, little effort was required for applying the parking brake in the compact class car because of the latter’s lighter weight.

The 190 was built in Sindelfingen and Bremen. Production began in Sindelfingen, with the assembly line in the Bremen factory starting up later, in November 1983. The plant had had to be modernized for production of the Mercedes-Benz compact class in a long and expensive process. The mid-series station wagon (S 123) had been manufactured in Bremen from early 1978.

Production of the new compact class was organized as a joint operation between the two locations – the first time in the company’s history that such an arrangement was used to this extent. One of the routine requirements for this cooperation at a distance of several hundred miles was the exchange of body components. For example, Bremen produced the engine hoods, floor assemblies, fuel tanks and doors, while all other sheet metal components came from Sindelfingen. Along with this interchange of components between the two locations, engines, transmissions, and axles were shipped to both plants from Untertürkheim, and the steering gear assemblies were sourced from Düsseldorf.

Start of production with the 190 and 190 E

Mercedes-Benz started production of the 190 and 190 E models in 1982; the 190 D and 190 E 2.3-16 followed in 1983 and 1984, respectively. The first two models, both gasoline-powered, were fitted with four-cylinder engines with a displacement of 1997 cubic centimeters, delivering 66 kW and 90 kW, respectively. The units from the M 102 family of engines were based on the engine used in the Mercedes-Benz 200 (W 123) introduced in 1980. For the 190, engine power was trimmed back from 80 kW to 66 kW by reducing the size of the intake and exhaust ducts and fitting a modified camshaft and smaller valves. At 90 kW, the engine of the 190 E delivered significantly more power thanks to gasoline injection. This was the first time the Mercedes-Benz engineers used the mechanical electronically-controlled Bosch KE-Jetronic injection system, giving the compact 190 E a top speed of up to 195 km/h, and “Mercedes-style spiritedness,” as the 1982 brochure put it.

Just one year later, the 190 D came along with a completely newly developed four-cylinder diesel engine with a displacement of 1997 cubic centimetres – a configuration that intrigued people. With its exemplary encapsulation, this engine prepared the ground for state-of-the-art diesel technology in Mercedes-Benz passenger cars. Known as the “whisper diesel,” the engine emitted only half the noise of comparable power plants. The new diesel, which also had a respectable power output of 53 kW and low fuel consumption, proved to be a highly successful innovation and was soon in high demand. A total of 452,806 units of the 190 D were built over the ten years it remained in production.

In 1984 the new 190 E 2.3-16 made its debut at the top end of the model series. Even in appearance, the new model was very different, with a clear profile as a compact sports car highlighted by features such as the wing-type spoiler at the rear. For the engine, the company’s engineers went back to the W 123 series. The four-cylinder engine with 2299-cc displacement as used in the 190 E 2.3-16 had a newly designed cylinder head with two intake and two exhaust valves. These and other modifications boosted engine power from 100 kW to 136 kW, with acceleration from standstill to 100 km/h in just 7.5 seconds. The car’s top speed was 230 km/h.

World long-distance records in Nardo

The 190 E 2.3-16 had been able to show what it could do as early as in 1983 the year of its presentation at the Frankfurt International Motor Show. Four weeks before the launch, three prototypes of the model had set several world long-distance records over 25,000 kilometers, 25,000 miles, and 50,000 kilometers, with average speeds of almost 250 km/h, in Nardo, southern Italy. These results were a foretaste of the 190’s subsequent career as a sports car. The new Mercedes-Benz racing car made its debut in the official opening race on the new Nürburgring on May 12, 1984. The road-going version of the 16-valve model went into production in September 1984, in two metallic finishes: blue black and smoke silver.

Two more compact class models came in 1983 for export to North America only. These US versions were the diesel-engined 190 D 2.2 and gasoline-engined 190 E 2.3. For the diesel version, the displacement volume was increased to 2197 cubic centimetres by lengthening the stroke. This compensated for the loss in power resulting from the fitting of an exhaust gas recirculation (EGR) system. This feature was essential for a car exported to the US, particularly in view of the stringent emission limits in California. The modified diesel engine delivered 54 kW, practically the same as in the standard version.

The closed-loop emission control system initially made the gasoline-engined 190 E 2.3 significantly less powerful than the 230 E (W 123). The rating of 83 kW instead of 100 kW put the larger-displacement export version even below the standard 190 E. This problem was solved in 1984 with a modified intake manifold, a redesigned camshaft and a newly tuned injection system. The 190 E 2.3 now delivered 90 kW, on a par with the two-liter model.

The 190’s engine with carburetor had its performance boosted just two years after being launched into the market. The derated version was replaced with an engine without any performance restrictions, and the Mercedes-Benz design engineers also raised the compression ratio. The basic model of the series, internally known as the 190/1, now delivered 77 kW, an increase of 11 kW. The more effective exhaust silencers were the only thing that prevented the engine from matching the output of its W 123 counterpart.

The refinement package for the 190 and 190 E included single-belt drive, hydraulic valve clearance compensation and hydraulic engine bearings. At the time of the market launch of the new mid-sized W 124 series in January 1985, the specifications of the compact class were extended by the addition of new wheels (diameter: 38.10 centimetres), electrically heated windshield wiper nozzles and an eccentric-sweep windshield wiper with a significantly larger swept area. From September 1985, power steering and electrically heated exterior mirrors were fitted as standard on all models. But as well as introducing technical improvements to the compact class, the arrival of the mid-series W 124 also changed perceptions of the 190. The latter had previously been stylistically completely distinct from the profile of other Mercedes-Benz models, but the introduction of the W 124 with features consistent with the brand profile made it quite clear that the compact model series had become the trendsetter for a new design language of Mercedes-Benz cars.

Mercedes-Benz added two new models to the series in 1985, starting with the 190 D 2.5, a sedan powered by the five-cylinder diesel engine from the 250 D, with a displacement of 2497 cubic centimetres and output of 66 kW. As well as providing the same impressive fuel economy as the 190 D, the compact diesel also had impressive performance and a top speed of 174 km/h.

Six-cylinder engines provide new qualities

The follow-up to the five-cylinder diesel engine came in the fall of 1985 when Mercedes-Benz actually installed a six-cylinder in-line engine in the 190. The 190 E 2.6 was displayed at the Frankfurt International Motor Show in September of that year. In combination with a five-speed manual transmission, the 2566-cc engine delivered 122 kW and accelerated the car from standstill to 100 km/h in just 8.2 seconds. The top speed was 215 km/h. Visitors to the motor show were impressed by the design skills employed to fit a large six-cylinder engine into the limited space available under the hood of the 190. The Mercedes-Benz engineers had come up with a masterpiece of made-to-measure automotive packaging. The external indications of the higher power of the 190 E 2.6 were twin exhaust pipes and the deeper and more steeply angled front apron with wider louvers. Just a few weeks after the 190 E 2.6 had made its debut, the 500,000th 190 rolled off the assembly line. The new model with gasoline injection engine had not yet contributed to this milestone. Production of the 190 E 2.6 started in April 1986, and the new model was finally launched into the market in October 1986, together with the 190 E 2.3. The main difference between this variant of the W 201 and the export version of the same name was the four-cylinder engine with normal compression ratio and a power output of 100 kW.

From that time, all gasoline-engined models were available with the option of a closed-loop emission control system with a three-way catalytic converter, except for the 190 with carburetor. As an alternative option, Mercedes-Benz also offered cars which were prepared for retrofitting, with a multi-functional mixture preparation and ignition system, but without catalytic converter or lambda sensor. Older cars could also easily be retrofitted with the closed-loop catalytic converter. These alternatives gave vehicle owners the flexibility to decide when to switch to a closed-loop emission control system. From September 1986, the carburetor model was also available with an emission control system, and the closed-loop catalytic converter became standard equipment on all gasoline-engined Mercedes-Benz passenger car models. Cars prepared for retrofitting were still available on request until August 1989, at a lower price than the equivalent version with catalytic converter.

A sprightly diesel makes its debut

In 1987, the compact class continued on its course towards diesel cars with sporty performance. In September of that year, Mercedes-Benz presented the 190 D 2.5 Turbo at the Frankfurt International Motor Show. The engine was a 90-kW five-cylinder turbodiesel compression-ignition unit, derived from the proven naturally aspirated engine. The exhaust-gas turbocharger boosted power by 24 kW, resulting in a top speed of 192 km/h and acceleration from standstill to 100 km/h in 11.5 seconds. The visual trademark of the new model, exported to the USA from as early as fall 1986, was the six louvers in the front right fender, between direction indicator and wheel cut-out. These were not a decorative feature with martial connotations, but were vital in supplying the turbocharger with the amount of air it required. Another difference between the turbodiesel and its sister model with naturally aspirated engine was the twin-pipe rear silencer.

The one-millionth W 201 rolled off the assembly line in Bremenin March 1988. By now, the compact class had established itself as Mercedes-Benz’s third major model series. The company also fundamentally revised the 190 in 1988. The refined compact class was unveiled at the Paris Motor Show in September 1988, six years after the presentation of the first 190. The main focus was on the restyling of the body and the new-look interior. The most striking feature of the refined models was the protective side strips with integrated side skirt paneling, similar to those in the coupes from the 124 model series.

The front and rear spoilers reached further down and were combined with larger bumpers, with new support elements and modified impact absorbers designed for increased energy absorption. The new front apron had been adopted from the 190 E 2.6 and was now used on all models to reduce the lift at the front axle. The purpose of new spoiler at the rear was to optimize the airflow outflow. The refinement package also included the nearside exterior mirror as part of the standard equipment. The new interior design made the 190 more spacious and more comfortable for both driver and occupants, with more knee and head room in the rear and improved seats at both front and rear.

Simultaneously with the refinement, Mercedes-Benz also introduced its new top-of-range model for the compact class: the 190 E 2.5-16, replacing the first 16-valve engine with a 2.3-liter unit after four years. The engine was actually based on its predecessor, benefiting from a longer stroke. The new engine, with catalytic converter, developed 143 kW – 18 kW more than its predecessor. Even with the catalytic converter, the performance of the new model matched the 190 E 2.3-16 without emission control system. The new 16-valve model was also identified as a descendant of the Nardo record car by its visual appearance. Two new paint finishes were now available, complementing the blue black and smoke silver finishes by the addition of the metallic finishes almandine red and astral silver.

The 190 E 2.5-16 as a racing car

The 190 E 2.5-16 also became the basis for the sports cars entered in Group A of the German Touring Car Championship (DTM). The type-approved base model was the Mercedes-Benz 190 E 2.5-16 Evolution with the M 102 E 25/2 engine, further modified for racing. The next development stage came one year later with the 190 E 2.5-16 Evolution II model. In its production version, this car, again presented for the first time at the Geneva Motor Show, delivered 173 kW, with performance boosted still further.

From February 1989, in the context of the “Diesel ‘89” initiative,

Mercedes-Benz started fitting all its diesel-engined passenger car models with reworked engines with particulate emissions reduced by 40 percent through optimization of the combustion cycle. The optimized diesel models were virtually smoke-free and met the stringent particulate emissions limits in the U.S.A. even without a particulate trap. This was made possible by newly designed prechamber combustion with oblique fuel injection for more efficient combustion. The injection pumps in all naturally aspirated diesel engines now also had an altitude correction unit (vacuum cell) to keep emissions down even when driving at high altitudes. A favorable side effect of the new diesel technology was a power increase of two kW in the 190 D and three kW in the 190 D 2.5. From as early as September 1988, cars with turbocharged diesel engines were fitted with comparable technology – which meant that the output of the 190 D 2.5 Turbo was boosted to 93 kW.

A sophisticated emission control system introduced in 1990 further reduced pollutant emission levels. To achieve this, Mercedes-Benz opted for an oxidation catalyst specially developed for diesel engines and combined with an exhaust gas recirculation system. This highly efficient system was available as optional equipment from October 1990, initially for cars with naturally aspirated diesel engines, then six months later for turbocharged models as well.

The Sportline package, a new equipment variant for the 190, came onto the market in June 1989. The package was available for all models and featured a suspension lowered by 21 mm, tauter springs and shock absorbers, 7J x 15 alloy wheels with wide tires in 205/55 R 15 format, and seating as in the 16-valve model. This did not apply to the 190 E 2.5-16 which already boasted sporty equipment in its standard version.

The era of gasoline engines with carburetors at Mercedes-Benz ended in 1990. In the case of the W 201 model series, this meant that the 190 E 1.8 model replaced the 190 that had been in production for over seven years. The new engine had a displacement of 1797 cubic centimeters and delivered 80 kW with catalytic converter. It had been derived from the two-liter engine in the 190 E by reducing the stroke, and used the same mechanically/electronically controlled Bosch KE-Jetronic injection system.

Final refinement

The 190 was refined for the last time in 1991. Among other things, all models now featured the ABS anti-lock braking system, except for the 190 D and 190 E 1.8 entry-level models. The 190 E was now called the 190 E 2.0, and was three kW more powerful, thanks to a lower-resistance exhaust system.

Mercedes-Benz presented another three special models of the W 201 in 1992, the last full year of production of the series. These AVANTGARDE versions of the 190 E 1.8, 190 E 2.3 and 190 D 2.5 were primarily designed to have a more youthful look, including pearl coat finishes in strong colors. In all, 4,600 units were built of these special models.

Production of the 190 ended in Sindelfingen in February 1993 and in Bremen in August that same year. A total of 1,879,629 vehicles had been manufactured. This underlines the success of the compact class, and the wisdom of the decision to extend the product range of the Mercedes-Benz brand into lower segments of the market.

Production Figures

Model	Designation	Production period pre-series – end	Unit numbers
190	W201 V 20	1982 – 1984	35,021
190 E / 190 E 2.0	W201 E 20	1982 – 1993	638,180
190 E 2.3	W201 E 23	1983 – 1993 (before Sept. 1986 export model for North America only)	186,610
190 D	W201 D 20	1983 – 1993	452,806
190 D 2.2	W201 D 22	1983 – 1985 (export model for North America only)	10,560
190 (new engine)	W201 V 20/1	1984 – 1991	83,540
190 E 2.3-16	W201 E 23/2	1984 – 1988	19,487
190 D 2.5	W201 D 25	1985 – 1993	147,502
190 E 2.6	W201 E 26	1986 – 1993	104,907
190 D 2.5 Turbo	W201 D 25 A	1986 – 1993 (before Sept. 1987 export model for North America only)	20,915
190 E 2.5-16	W201 E 25/2	1988 – 1993	5,743
190 E 2.5-16 Evolution	W201 E 25/2	1989	502
190 E 1.8	W201 E 18	1990 – 1993	173,354
190 E 2.5-16 Evolution II	W201 E 25/2	1990	502
Total			1,879,629

The W 201 series in the press

Frankfurter Allgemeine Sonntagszeitung, November 19, 2006: “The compact class was the first herald of what the future had in store.”

Bruno Sacco, head of Design at Mercedes-Benz from 1975 to 1999, said this about the W 201 in 2000: “The Mercedes 190 was specifically designed to be provocative. We wanted to attract new customers, so we had to get their attention – for example, with a rear-end design that was highly unusual at that time, and with very distinctive contours. When I look at this car today, I still find it very attractive.”

auto, motor und sport, July 14, 1982, on the W 201: “With all its sports performance features, the 190 is still an outstandingly comfortable sedan.”

auto, motor und sport, December 1, 1982, on the new W 201: “The 190 comes with features which have been highly unusual in this class to date: the anti-lock braking system, for example, or the driver airbag and the automatic belt tensioner for the front passenger.”

auto, motor und sport, December 1, 1982, on the multi-link independent rear suspension of the W 201: “This is truly a rear axle unlike anything the world has ever seen.”

auto, motor und sport, December 15, 1982, on the multi-link independent rear suspension of the W 201: “A veritable dream of an axle.”

Auto Zeitung, December 20, 1982, on the debut of the W 201: “Everyone’s talking about the new small Mercedes, the 190/190 E.”

Neue Zürcher Zeitung, December 22, 1982, on the W 201: “A refreshingly and unconventionally styled modern car that can be expected to attract new, and particular young buyers.”

auto, motor und sport, January 12, 1983, on the public reaction to the W 201: “No other car is so much at the center of attention, no other car has generated anything like the curiosity as this new development from the world’s oldest motor manufacturer.”

auto, motor und sport, January 12, 1983, on the design of the W 201: “The W 201 body surrounds the driver like a well tailored suit, proving that you can be comfortable even in a relatively small space.”

auto, motor und sport, March 23, 1983, on the 190 D: “The diesel engine is encapsulated, which means less exterior noise emissions and lower noise levels inside the car.”

Auto Zeitung, October 21, 1983, on the 190 D: “This car continues a diesel tradition going back 47 years, providing ample scope for the development of future generations of compression-ignition engines.”, November 1983, on the 190 2.3: “We think the Mercedes-Benz 190 E 2.3 is an outstanding four-door sedan – perhaps the best in the world in its size class.”

Road & Track, November 1983, on the design of the W 201: “The styling of the 190 is head-turning.”