Navarinoinvestment presents two of the hottest sedan all the time:
BMW E30 M3 vs Mercedes190E 2.3-16
November 1982 Mercedes 190 introduction
Excitement
among the automotive experts on November 29, 1982: the third Mercedes-Benz model
series - in the form of the long-awaited compact Mercedes-Benz 190/190 E - appeared
on the automotive world stage. A sensation, as it would turn out, because in
terms of design, suspension, engine and lightweight materials, this Mercedes
differed distinctively from its brand brethren. In total Mercedes build 1.879.629
190's of which 1,4% 16v models.
August 1983 Nardo speed record 190 E 2.3-16
The introduction of the 190-series
was something completely new for Mercedes. It was the first 'small' car for
the brand and was therefore called baby Benz. The introduction of the sporty
16v model brought the brand Mercedes into a market where it had to prove itself
as a newcomer. Therefore Mercedes arranged a record run aimed at proving their
reliability. To succeed this record run Mercedes did extensive testing during
the beginning of 1983
(pictures below).
Southern
Italy, August 13 - 21, 1983. In the early morning of August 13, 1983, under
strict supervision of 102 FIA sport commisioners three Mercedes 190 E 2.3-16's
(labeled green, red and white) started out on a 50,000 km high-speed test run,
demanding any amount of stamina on the part of cars, drivers and test department
staff. According to the regulations the cars for the record runs were just slightly
modified compared to the future production cars. The bodywork was lowered by
15 millimeters, the front apron was extended downwards by 20 millimeters, the
fan was removed and the power steering was replaced by mechanical steering.
The Nardo cars also featured self-leveling suspension on the front axle to keep
the ground clearance at a constant level. The gearbox had a longer 5th gear
ratio to reach 250 km/h at 6000 rpm. Reverse gear was unnecessary and therefore
removed, this would have costed 0,4 km/h top speed. The
record track in Nardo is precisely 12.64026 kilometers long, has a diameter
of some four kilometers and slightly banked lanes, hereby permitting driving
almost without lateral forces even in the speed range over 240 km/h. According
to the engineers' calculations, the cars were to reach the 50,000 km target
in the morning of the eighth day, provided there were no problems. The pit stops
were performed as scheduled and the 18 drivers (six per car) were up to the
strain. Lap times were to be three minutes and five seconds to reach the targeted
average speed of 240 km/h including pit stops. Due to the cars' low Cw value
of 0.30, they were expected to reach somewhat higher top speeds than the production
versions. Every two-and-a-half hours, the cars came in for refueling and a change
of driver during a 20-second pit stop. The fuel tanks had a capacity of 160
liters instead of the standard 70 liter tank. Fuel consumption during the record
run was a slightly over 20l per 100 km's. The heavily strained rear tires had to
be replaced every 8,500 kilometers and the front tires every 17,000 kilometers.
During these five-minute tire change breaks, the oil and oil filters were also
replaced and the valve clearance was checked. In total 243 stops were made.
The mechanics changed every 14 hours and had to do a pitstop every 50 minutes.
To protect the headlamp lenses against soiling and damage during the daytime,
they were covered by plastic caps. The radiator mask was fitted with a quick-change
insect screen to prevent clogging of the radiator. After 201 hours, 39 minutes
and 43 seconds, two of the cars had clocked up 50,000 kilometers with an average
speed of 247 km/h and the 190 2.3-16 achieved three world records and nine international
class records. The replacement parts carried on board in compliance with the
regulations had not been required - the cars had been running perfectly smoothly
despite the extreme strain. The third car was laid up for three hours by a broken
distributor rotor arm - an item costing just a few cents, which the pit crew
were not allowed to replace but had to repair. For
enthusiasts, one of the cars that took part in the record run can still be seen
in the Mercedes Museum in Stuttgart (Germany).
more pictures...
September
1983 Official debut of the 190 E 2.3-16
Frankfurt, September 1983. The high performance version of Mercedes-Benz's smallest car debuted at the Frankfurt Auto Show in September 1983, after its reputation had already been established by the Nardo speed record. There was a time when cars were designed out of a passion for motor sports. When product planners were conceiving the 190 class and its top model, the 190 E 2.3-16, Mercedes-Benz thought rallying was the best arena to showcase their new model line, named W201, but this plan quickly changed to road racing. This was the first time Mercedes sold a relatively inexpensive car. As a result, Mercedes strongly desired to promote the new model’s attributes and showcase its’ abilities in motor sports. But Audi messed up the plans when they introduced the quattro 4wd into rallying, this made the rwd Mercedes without standing a chance. In the testing period journalists called the car the Mercedes 190 sport, but that name was not valuable enough according to Mercedes. Therefore they gave it the name 2.3-16. The numbers 2.3 to show the engine capacity and 16 for the 16 valves per cylinder.
Frankfurt, September 1983. The high performance version of Mercedes-Benz's smallest car debuted at the Frankfurt Auto Show in September 1983, after its reputation had already been established by the Nardo speed record. There was a time when cars were designed out of a passion for motor sports. When product planners were conceiving the 190 class and its top model, the 190 E 2.3-16, Mercedes-Benz thought rallying was the best arena to showcase their new model line, named W201, but this plan quickly changed to road racing. This was the first time Mercedes sold a relatively inexpensive car. As a result, Mercedes strongly desired to promote the new model’s attributes and showcase its’ abilities in motor sports. But Audi messed up the plans when they introduced the quattro 4wd into rallying, this made the rwd Mercedes without standing a chance. In the testing period journalists called the car the Mercedes 190 sport, but that name was not valuable enough according to Mercedes. Therefore they gave it the name 2.3-16. The numbers 2.3 to show the engine capacity and 16 for the 16 valves per cylinder.
May 12. 1984 Nürburgring race
Nürburgring,
May 12, 1984 was
a monumental time for the 16V. The brand new Nurburgring racetrack in
Germany
was hosting its first F1 race and a 190 E 2.3 16V won the supporting
race which
was great for public relations. Well actually, all the cars were
identical 16V’s
driven by many former world champions, so a 16V was destined to win,
but who’s
counting. Moss, Lauda, Prost and Hill were all beaten by a young
upstart driver
named Ayrton Senna as some of us F1 fans know went on to be a 3 time
world champion.
When the new Nürburgring
Grand Prix circuit opened in May 1984, the inaugural race was a
celebrity affair
arranged by Mercedes, who had launched their 190 E 2.3-16 just months
before. It was meant as a light-hearted jape to generate publicity for
the new
car and track, but not everyone saw it that way. Mercedes provided 20
identical
near road-spec 190s for a 12 lap race, and gathered together a strong
field
of Formula One drivers past, present and future to provide the
thrills. Nine
of them - Sir Jack Brabham (1959, 1960 and 1966), Phil Hill (1961),
John Surtees
(1964), Denny Hulme (1967), Niki Lauda (1975 and 1977), Alan Jones
(1980) and
Keke Rosberg (1982) - were former world champions, while another -
Stirling
Moss - could arguably claim to be the greatest of them all. Of the
remainder
- Carlos Reutemann, John Watson, Klaus Ludwig, Manfred Schute, Jacques
Laffite,
Udo Schutz, Hans Hermann, Elio de Angelis, Alain Prost and Ayrton
Senna - all
had exemplary records in International racing. For hell-raisers like
Hunt and
Rosberg, the race was a chance to have fun, while Moss, Surtees and
Hermann
had barely raced for decades. But for the young Senna, a virtual
unknown who
had made his F1 debut just two months before, this was an opportunity
to prove
himself by beating F1's established stars. And win he did, fending off
the attentions
of Niki Lauda, Carlos Reutemann and Keke Rosberg. In The Hard Edge of
Genius
by Christopher Hilton, John Watson remembers: 'Ayrton took it very,
very seriously.
His attitude was that he had to win it. That day was cold and wet and
he did
a bloody good job.' The race was also Senna's first meeting - and
first confrontation
- with his arch rival Alain Prost, who recalled in an interview with
Nigel Roebuck
in 1998: 'I was coming from Geneva to Frankfurt on a scheduled flight,
and Ayrton
was due to land half an hour before, so Gerd Kremer of Mercedes asked
me if
I would bring him to the track. On the way we chatted, and he was very
pleasant.
Then we got to the track, and practised the cars. I was on pole with
Ayrton
second - After that he didn't talk to me any more! It seemed funny at
the time.
Then in the race, I took the lead - and he pushed me off the track
after half
a lap. So that was a good start...' After the race, an elated Senna
said of
his victory: 'Now I know I can do it'. Compared
to the producion cars the transmission was adjusted to 4,08:1 instead
of standard
3,08:1 so that they reached the top speed of 190 kmh. In comparison,
the Nardo
car transmission had 2,65:1 to reach top speed at 260km/h. Furthermore
the cars
were 15mm lower, had thicker strutbars, a rollcage, racing tires,
bigger brake calipers, front and middle exhausts were removed too. But
the cars kept their electrical seat adjustment.
more pictures...September 1983 production start
Although
the car was presented in September 1983, it lasted a year before
the car went officially in production in September
1984. This because it took this time to get the
car at the Mercedes quality standard. For
homologation Mercedes needed to sell 5000 in one year, they sold more than 8000
in 1985. The only 2 colours that were available were Blue-black
and Smoke
silver.
An
interesting fact for 190 E 16v enthusiasts to know is that the in 1984 produced
Mercedes 2.3-16 models are slightly different then the 2.3-16v's produced after
1984. You can see some of these differences back on the early press photos.
Some of the differences are the windscreen wiperarm on the right instead on
the left. The wiper arm includes 2 small wipers instead of one large one. The
lower part of the rear bumper has grooves that later versions don't have. The
bonnet is a bit longer and had a higher border. Some mechanical/ engine parts
were different. The Nardo record cars and the Nürburgring race cars were
also these 'early versions'.
The
very first press photos show also things that were changed before production
start. The rims were the same design but the holes in it are smaller then the
production version. The first photos show the seats without leather. The gearknob
has no numbers on it. The 3 center gauges are
different. The instrument panel has different clocks. There is no zebrano wood
on the center console.
more pictures...
The heart
of the 2.3-16 was its engine. Mercedes
therefore collaborated with engine building masters Cosworth Technology Ltd.
They helped to develop the 16 valve cylinder head with mechanical valve lifters.
They came up with 185 hp from only 2.3 liters displacement. It
had a light alloy cylinder head with dual overhead camshafts and four valves
per cylinder (16 valves total), giving the performance version its name. The
engine had a mechanically/ electronically controlled gasoline injection system.
The 190 E 2.3-16 consequently produced 72 bhp and 55 Nm of torque more than
the basic single overhead cam engine with only 2 valves per cylinder. The 2.3L
engine (designated the M102) produced 185 bhp (137 kW) at 6.000 rpm and 235
Nm at 4.500 rpm. The rev limiter was set at 7.000 rpm. Acceleration from 0-100
km/h was 7,5 seconds, and the top speed was 230 km/h. This engine was called
the ECE engine and it used 98 RON. In 1986 a catalytic converter became an option,
in that case the engine had 170 bhp. Because unleaded fuel was not available
at all places there was also a so-called RÜF engine with 177 bhp. This
engine was prepared for an
easy assembly of a catalytic converter as soon as unleaded
fuel was enough avaliable. These both engines run on RON 95. The cars destined
for the US had a slightly reduced compression ratio (9.7:1 instead of 10.5:1),
and had 167 bhp at 5800 rpm and 220 Nm at 4750 rpm. The engine was also fitted
with an oil cooler to ensure efficient oil cooling.
The engine was combined
with a manual five-speed 5-speed Getrag gearbox tuned for sporty performance.
Tis was a so-called 'dog-leg' gearbox with first gear left and down from neutral.
This meant that the remaining 2nd, 3rd, 4th and 5th gear were in a simple H
pattern allowing fast and easy selection. In
contrast to most Mercedes cars 5th gear was not used as an overdrive but realy
destined to reach the top speed. The gear ratio's were 4,08/ 2,52/ 1,77/ 1,26/
1,00:1 R 4,40. At first an automatic transmission wasn't
available for the 2.3-16 but in 1985 Mercedes offered a 4-speed automatic transmission
as an option. An interesting detail was that the Getrag gearbox is the same
one as used in the BMW M3 E30.
For better traction and more stability
the Mercedes 2.3-16 was standard fitted with a 32% limited slip differential.
Contributing to the fantastic driving dynamic was the
multilink rear suspension. It was first released on the 190 series and was instrumental
in providing sporty and competitive handling. Furthermore self-leveling suspension
on the rear axle was a standard feature. This allows the rear ride height to
remain constant even when the car is fully loaded. Self-leveling suspension
on the front and automatic hight adjustment became an option in 1985. In that
case the car could be set +30mm and -15 mm than standard. Another factor in
the great handling was the weight distribution of 53/ 47% between front/ rear.
15-Inch specially designed alloy wheels were standard and were standard mounted
with Pirelli P6 tires. Steering
was made more direct with turning of 15,27 instead of 16,66.
The bodywork was
aerodynamically modified to match the car's high performance. Front and rear
aprons extended further down and a small spoiler on the trunk lid generated
additional downforce. Because of these additions the 16v was 10mm longer and
28mm wider then the standard 190. These bodyparts weigh 24 kg extra compared
to standard 190 model. The 2.3-16 was 16mm lower at the front and 12mm lower
at the back. The standard 190 has a Cw of 0,33, but wider wheels/ tires increase
the CW. But with special designed aerodynamically body parts the Cw lowered
with 3% untill 0,32. The alloy wheels also had a special design for better aerodynamics
and better cooling for the brakes.
The fuel tank has
a 70 liter capacity instead of the 55 liter of the standard Mercedes 190. The
car was also equiped with a full spare wheel. The interior of the 16v got standard
upgraded with a smaller, leather steeringwheel with 40 cm diameter, rev counter,
headlight hight adjustment and in the center console 3 gauges for voltage, oil
temperature, oil pressure and a stopwatch. At the rear there were 2 individual
formed seats and at the front special in hight adjustable sport seats. Standard
the 2.3-16 was equiped with fabric/ leather seats, full leather was optional.
September
1988 Introduction 190 E 2.5-16 (1988-1993)
Paris, September 1988 the face-lifted 190 compact class was shown at the Paris Motor Show. Six months after the 1.000.000th car of the W201 series had been produced in Bremen. The facelift model didn't show much differences to the body and interior, most improvements were under the skin. Some things that were improved to the interior were better knee and head room in the rear and better seats. Together with the face-lift the new 190 E 2.5-16 was presented, replacing the 2.3-16 version after four years. The 2.5-liter engine, developed from its predecessor by increasing the stroke 87,20 instead of 80,25. With the introduction of this engine there were no ECE engine's anymore. The new engine had 195 hp in the catalyst version, an increase of 25 hp compared to the 2.3-16 catalyst version. The torque increased with 15 Nm to 235 Nm. There was also a non-catalyst RÜF version with 204 bhp - an increase of 27 bhp - but very few of these were sold. The developers would have liked to increase the bore also but the engine didn't have any reserves to do so. The power increase was mainly gained by providing the power at higher revs. Therefore the power is available aprox. 1000 rpm later compared to the 2.3-16 engine. However the 2.5-16 is more powerful than the 2.3-16 they didn't accelerate much faster. In contrast with the 2.3-16, the cylinder heads were now produced by Mercedes and not by Cosworth anymore. With the introduction of the limited Evolution 1 model in 1989 there was also a AMG Power Pack available for the 190E 2.5-16. The contents of this AMG Power Pack are thesame as described at the Evolution 1 section. Non Evolution 2.5-16 models with Power Pack are very very rare. With the introduction of the facelifted 190 Mercedes also introduced the Limited slip (LSD) with an electronically controlled, hydraulically locking differential which activates automatically when required (ASD). 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 wheel spin. As an addition to the only two colors that were available for the 2.3-16 - Blue-black and Smoke silver - there were two extra colors available for the 2.5-16. These were Almadin red and Astral silver of which the Astralsilber color was replaced by Brilliant silver in 1990.
Paris, September 1988 the face-lifted 190 compact class was shown at the Paris Motor Show. Six months after the 1.000.000th car of the W201 series had been produced in Bremen. The facelift model didn't show much differences to the body and interior, most improvements were under the skin. Some things that were improved to the interior were better knee and head room in the rear and better seats. Together with the face-lift the new 190 E 2.5-16 was presented, replacing the 2.3-16 version after four years. The 2.5-liter engine, developed from its predecessor by increasing the stroke 87,20 instead of 80,25. With the introduction of this engine there were no ECE engine's anymore. The new engine had 195 hp in the catalyst version, an increase of 25 hp compared to the 2.3-16 catalyst version. The torque increased with 15 Nm to 235 Nm. There was also a non-catalyst RÜF version with 204 bhp - an increase of 27 bhp - but very few of these were sold. The developers would have liked to increase the bore also but the engine didn't have any reserves to do so. The power increase was mainly gained by providing the power at higher revs. Therefore the power is available aprox. 1000 rpm later compared to the 2.3-16 engine. However the 2.5-16 is more powerful than the 2.3-16 they didn't accelerate much faster. In contrast with the 2.3-16, the cylinder heads were now produced by Mercedes and not by Cosworth anymore. With the introduction of the limited Evolution 1 model in 1989 there was also a AMG Power Pack available for the 190E 2.5-16. The contents of this AMG Power Pack are thesame as described at the Evolution 1 section. Non Evolution 2.5-16 models with Power Pack are very very rare. With the introduction of the facelifted 190 Mercedes also introduced the Limited slip (LSD) with an electronically controlled, hydraulically locking differential which activates automatically when required (ASD). 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 wheel spin. As an addition to the only two colors that were available for the 2.3-16 - Blue-black and Smoke silver - there were two extra colors available for the 2.5-16. These were Almadin red and Astral silver of which the Astralsilber color was replaced by Brilliant silver in 1990.
more pictures... March 1989 Introduction 190E 2.5-16 Evolution I
Geneva, March 1989.
The fastest version of the in 1988 introduced 190 series was the 190 E 2.5-16,
but not for long. As a result of further racing developments of the group A
car for the 1989 season, the 190 E 2.5-16 Evolution was presented at the Geneva
Motor Show in March 1989. The newly developed, high-reving 2.5-liter engine
had 195 bhp in its standard form (with catalyst), but was prepared for further
tuning. The engine itself differed a lot from the engine from the standard 2.5-16
with different capacity, bore and stroke. The rev limiter was also set higher
at at 7250 rpm compared to the 7000 rpm of the previous 16V's. In order to have
a better acceleration the rear axle ratio was now 3,46:1 instead of 3,27:1 of
the standard 16v models. There was also a 225 bhp AMG Power Pack available for
the Evolution model which costed 19.000 DM that time. In that case max. power
increased to 225 bhp at 7200 rpm, max. revs at 7700 rpm, 240 Nm at 5500 rpm.
Performance improved with 0-100 km/h in 7,1 sec. and a top speed of 236 kmh.
With a view to planned
racing applications the brakes now had a diameter of 300mm at the front and
278mm at the rear (from the 500SL) had been modified, 16-inch wheels with Conti
Sport contact tires 225/50/16 were now used and a sport exhaust was fitted.
Body alterations included a large rear spoiler. The car was also 19mm lower
than the standard 2.5-16 and had a 14mm wider track at the front and a 24 mm
wider track at the rear. The Evolution I has 23% stiffer springs & shocks
than the standard 2.5-16. The suspension is in hight adjustable with a switch
inside the car. This leads to a Cw of 32. Within three months exactly 502 of
these cars were built, all in Blue-black metallic.
more pictures...March 1990 Introduction 190E 2.5-16 Evolution II
Geneva,
March 1990. A year later then the Evolution I, also at the Geneva Motor Show,
a further development of the Evolution I was shown, the 190 E 2.5-16 Evolution
II. The Evolution I model reached the max. on tuning, lower weight and stifness.
The only possibilities in improving the car were tires, brakes and aerodynamincs.
Mercedes knew that the looks of the Evolution model was very unusual for Mercedes,
but is was pure functional and developed in the windtunnel. As an reaction on
the presentation to the introduction to the Evolution 2, BMW research and development
chief, Wolfgang Reitzle answered: "The laws of aerodynamics must be different
between Munich and Stuttgart". "If that rear wing works, we will have
to rebuild the BMW tunnel". And they did!! Again, 502 cars were built.
This engine had 235 hp and correspondingly improved performance. The engine
was a further development of the EVO I engine. The compression was changed,
shorter stroke crankshaft, bigger cylinders, other intake and exhaust system
and a raised peak rpm. It could now rev up to 7800 rpm against 7250 rpm of the
EVO I. Suspension and brakes were slightly changed, 17-inch wheels were now
used, the suspension was 45mm lower than the standard 16V. The suspension has
3 settings that could be chosen with a switch inside the car to lower from 15
to 45 mm. The Brembo brakes have 4 piston caliper discs with the same diameter
as the brakes on the EVO I model. The only difference is that the EVOII brakes
are made from a lighter alloy. The body was modified again to reduce wind resistance
and increase down-force on the front and rear axle. The EVO II was only available
in left hand drive and in a Blue-black metallic paint like its predecessor.
Out of the 502 number produced, 2 of them were painted in silver. The rumors
are that both these cars were sort of test cars used to develop the road version
of the EVO II. Mercedes-Benz kept one, so as AMG. All of them were sold even
before the EVO II was unveiled at the Geneva Motor Show. In order to underline
the exclusivity of each car, a small plate containing the word "EVOLUTION"
was placed on both side of the front wing. Inside the car, on the shift knob
was the number of the car. Numbers were written in the following way: 001/500
up to 500/500. Most EVO2 models were fitted with the optional comfort package
which included a full leather interior, airconditioning, sunroof, etc.
more pictures...Exotics
The Mercedes 190E 16v models were
officially sold in a lot of countries around the world. Due to different preferences
and legislation between countries there were also differences between the 16v
models around the globe. I try to put as much differences as I know in this
overview. If you know more please share this information with me.
US-version
The 190 E 2.3-16 was also sold in
the US. However officially only in 1986 and 1987. These cars had some differences
compared to the 2.3-16 models sold in Europe. Biggest difference was the engine,
US-Specification cars had a slightly reduced compression ratio (9.7:1 instead
of 10.5:1) and had 167 hp (125 kW) at 5800 rpm and 220 Nm at 4750 rpm. US-versions
also had a lower redline (6800 rpm vs 7200 rpm for EU cars). This was due to
a different fuel pump cut off relay. Further difference was the lower ratio
rear axle which gave higher top speed. The exhaust in the US looks the same
as the EU version, but is less free flowing.
So far the engine. There were also
interior and exterior differences. As most US vs EU cars the headlights were
diferent. The headlights had a different shape with the glass of the high/ low
beam mounted a bit deeper in the headlight unit. The indicator lights in the
rear lights were red instead of orange from the side. US versions were standard
mounted with a third brakelight. In the interior were extra bars mounted in
the doors and under the dashboard for extra crash protection. The US models
were further fitted with a wood trim on the dashboard and center console. The
instruments were off course in miles. Furthermore there were options like automatic
climate control and cruise control available that were not an option in Europe.
RHD-Version
The 2.3-16 and 2.5-16 were also produced as a right hand drive car. (Evolution models were all left hand drive). This meant that the interior is different off course. Biggest difference however was the outlet manifold from the engine. Due to the fact that the steering was at the right side of the car the steering box was in the way where the outlet manifold from the engine was. Therefore the exhaust manifold was reconstructed. Because the reconstructed manifold did not have an optimal form people say these manifolds have slightly less power, 4 bhp aproximately. Furthermore the windscreen wipers are mounted on the right instead of the left side.
Swiss-version
In
Switzerland the air intake from the 16v models were made
a bit more silent by mounting a plastic cap in front of the air
intake. Secondly there was a small tube mounted in the exhaust manifold
for emission testing. Furthermore the rear spoiler from the Evolution
2 model was not road legal, therefore the Evolution 2 was officially
sold with
an Evolution rear spoiler. In the meanwhile however the Evolution 2
rear spoiler has become legitimate.
French-version
During the
production of the 190
E 16v it was mandatory in France to drive with yellow fog lights and
high beam
to avoid blindation to upcoming traffic. This 'option' was mounted
under code 610. Furthermore there was a standard 'france-package'
mounted under code 629.
Videos
I have gathered some videos showing the Mercedes 190 16v models. If you click on the picture the video will open in a new screen, enjoy.
Mercedes promotion (D) video about the development of the W201-series.
Mercedes commercial (US) 1986 190E 2.3-16 Mercedes USA Televison Advertisement.
1984 Nürburgring support race reviews
Motorvision (D) did an item about youngtimers. This item also featured the Mercedes 190 E 16v models.
Wheeler Dealers (UK) is a television show on the Discovery network. on a mission to save repairable enthusiast vehicles, by repairing or otherwise improving an example of a particular make and model, then selling it. This episode shows the 190 E 2.3-16.
Top Gear (UK) filmed an item about future classic cars. According to them the Mercedes 190 E 2.5-16 is one of them.
Fifth Gear (UK) did a 80's special and put a 190 E 2.5-16 against a Sierra Cosworth on the track
Dutch weblog (NL) did an item about the 190 E Evolution II. A short driving impression with this car.
Hungarian TV (H) program did an item about the 190 E Evolution II.
BMW - M3 (E30) - 2.3 (215 Hp)
A BLOGGER WRITE:
IT SPEAKS FOR ITSELF :: BMW E30 M3
This next feature is a prime example of that. This is Mishel’s BMW E30 M3. This car is what many die-hard BMW enthusiasts would consider to be one of the most sought after BMWs. I’m a Subaru guy myself, but if I ever thought about getting a BMW, it would be this same exact model. In fact, one of the main reasons I got my Subaru is because of this car. If you were to look at the box fenders on this car, you would definitely see the inspiration Subaru lifted to develop their 2002-2007 WRX’s.
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| Brand | BMW |
| Model | M3 |
| Generation | M3 (E30) |
| Engine | 2.3 (215 Hp) |
| Doors | 2 |
| Power | 215 hp |
| Maximum speed | 241 km/h |
| Acceleration from standstill to 100 km/h | 6.7 sec |
| Fuel tank volume | 55 l |
| Year of putting into production | 1986 year |
| Year of stopping production | 1991 year |
| Coupe type | Coupe |
| Seats | 4 |
| Length | 4345 mm. |
| Width | 1680 mm. |
| Height | 1370 mm. |
| Wheelbase | 2565 mm. |
| Front track | 1410 mm. |
| Rear (Back) track | 1425 mm. |
| Minimum volume of Luggage (trunk) | 420 l |
| Position of engine | Front, lengthwise |
| Volume of engine | 2302 cm3 |
| Max power in | 6750 rpm. |
| Torque | 230/4600 Nm |
| Fuel System | Multi-point injection |
| Position of cylinders | Inline |
| Number of cylinders | 4 |
| Diameter of cylinders (bore) | 93.4 mm. |
| Stroke in the cylinder | 84 mm. |
| Compression ratio | 10.5 |
| Number of valves per cylinder | 4 |
| Fuel Type | Petrol (Gasoline) A-95 |
| Wheel Drive | Rear |
| Number of Gears (automatic transmission) | - |
| Number of Gears (manual transmission) | 5 |
| Front suspension | Helical spring |
| Rear suspension | Helical spring |
| Front brakes | Ventilated discs |
| Rear brakes | Disc |
| ABS | yes |
| Power steering | Hydraulic Steering |
| Fuel consumption (economy) - urban | 12.4 l/100 km. |
| Fuel consumption (economy) - extra urban | 6.2 l/100 km. |
| Fuel consumption (economy) - combined | 7.8 l/100 km. |
| Weight | 1240 kg. |
| Max weight | 1600 kg. |
| Tire size | 205/55 ZR16 |
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