For a BMW enthusiast, acknowledging the brilliance of a Mercedes-Benz might seem unusual. However, the story of the Mercedes-Benz 190 E, especially its ultimate iteration, the Evolution II, is intertwined with the history of BMW’s own iconic models. In fact, without Mercedes’ ambitious 190 E race program, the legendary BMW E30 M3 might never have existed. This is the story of the Mercedes-Benz 190 E Evolution II, a car deeply rooted in the thrilling world of Deutsche Tourenwagen Meisterschaft (DTM), and a testament to Mercedes’ racing spirit.
This particular Mercedes 190 E Evolution II belongs to Tetsuro Yamazaki, a name familiar to those acquainted with the world of bespoke car customization, particularly through his association with Rauh-Welt Begriff (RWB). Yamazaki-san’s passion for the 190 E is well-documented, and this Evo II is a jewel in his collection.
During a visit to Yamazaki-san’s workshop, this Evo II was almost overlooked, hidden under a cover at the end of a winding path. It was only towards the end of a lengthy conversation about the 190 E that Yamazaki-san recalled its presence, leading to an unexpected and exciting discovery.
Intrigued by the Tommykaira 190 E in his workshop, Yamazaki-san led the visitors to this concealed treasure with a promise of something “cool.” Anticipation was high, with imaginations running wild about what could be hidden. But what awaited was a Blauschwarz masterpiece, the Mercedes-Benz 190 E 2.5-16 Evolution II, a rare breed with only 502 ever produced.
Yamazaki-san’s expertise extends beyond collecting rare Mercedes models. He is the mechanical mastermind behind RAUH-Welt Begriff, responsible for the robust engineering of Nakai-san’s Porsche creations that endure grueling 24-hour races. While renowned for his Porsche work, Yamazaki-san’s passion for Mercedes-Benz, particularly the boxy 190 E, is undeniable.
While the standard Mercedes-Benz 190 E range was not initially conceived as a performance icon, it played a crucial role for Mercedes, much like the BMW E30 3 Series for BMW. The 190 E served as a reliable workhorse, even seeing use as taxis in Germany. Introduced in 1982 after extensive development, it represented a significant shift for Mercedes, emphasizing build quality and durability. To elevate the 190 E’s image beyond its utilitarian perception, Mercedes looked towards motorsport.
Initially, rallying seemed like the ideal motorsport platform. However, the 190 E lacked a competitive engine for the rally stage. Mercedes turned to Cosworth, renowned for their expertise in twin-cam, four-cylinder engine development, to create a 16-valve version of the existing M102 8-valve engine. This collaboration birthed the ‘190 E Cosworth,’ although officially, it was never badged as such.
Before the 190 E, Mercedes had been involved in rallying with the V8 SL, but rallying technology was rapidly advancing. The rise of Audi Quattro with its all-wheel-drive system revolutionized the sport, leaving Mercedes and their rear-wheel-drive 190 E at a disadvantage. Consequently, Mercedes abandoned the 190 E’s rally aspirations. This decision, though seemingly a setback, inadvertently paved the way for the Evolution II’s creation and its DTM legacy.
Faced with a potent 16-valve engine and no rally program, Mercedes engineers sought alternative racing avenues for the 190 E. Independent race teams were approached to develop a competitive race car, aiming to keep the motorsport dream alive. This led to a pivotal moment in touring car racing history. To circumvent internal resistance to 190 E motorsport initiatives, AMG, then an independent entity closely associated with Mercedes-Benz, was enlisted to engineer the engine and chassis specifically for DTM racing. This “pre-merger” collaboration solidified the bond between Mercedes and AMG. The Mercedes-AMG 190 E swiftly established dominance in DTM, prompting BMW to respond with the E30 M3, thus igniting a legendary rivalry.
This era is celebrated as the ‘golden age of DTM.’ DTM regulations, based on Group A racing, were intended to feature cars closely related to their road-going counterparts, fostering a connection between weekend racing and showroom sales. As BMW introduced the E30 M3 to challenge the initial 190 E DTM cars, a cycle of continuous improvement and ‘Evolutions’ began, with both manufacturers striving for supremacy.
DTM homologation rules mandated that race cars be based on commercially available models. Therefore, a 16-valve version of the 190 E was necessary for DTM entry. Uniquely, the race car concept predated the road car’s development. The initial 2.3-liter 16-valve 190 E debuted at the 1983 Frankfurt Motor Show, and by 1988, engine capacity increased to 2.5 liters.
By 1989, the competition intensified, and DTM cars diverged further from their road-legal origins with the ‘Evolution I’ version. Regulations permitted modifications to homologated cars after the initial run. A minimum of 500 cars was required to homologate a new version. Mercedes surpassed this with 502 Evolution I cars. The Evolution I featured redesigned front and rear spoilers, wider wheel arches, and suspension upgrades. The engine remained at 2.5-liters but was refined for improved power delivery and reliability. Yamazaki-san also owns an Evolution I, highlighting his deep appreciation for the 190 E lineage.
Then came the Evolution II in 1990, the pinnacle of Mercedes 190 E development and a true Mercedes Dtm icon. By this stage, the gloves were off in the DTM rivalry. Aggressive wide arches, distinctive six-spoke wheels, and the iconic towering rear spoiler unmistakably marked this as no ordinary 190 E. It utilized the short-stroke 2.5L engine from the Evolution I, with an optional AMG Power Pack boosting output to 232bhp. While this figure might seem modest by modern standards, it was remarkable for a naturally aspirated 2,500cc engine in 1990, delivering peak power above 7,000rpm, offering a genuine DTM experience on public roads.
A standout feature of the Evolution II was its in-car adjustable ride height, a futuristic technology in 1990. Imagine lowering the car to ‘race’ height with a flick of a switch. Only 500 Evolution II models were produced in Blauschwarz, with two additional silver cars retained by Mercedes. Yamazaki-san’s car is one of these 500 black examples.
The Evolution II’s specifications and racing pedigree explain the excitement upon its unveiling at Yamazaki-san’s workshop. Having just photographed his Evolution I, the sudden appearance of an Evo II was a remarkable surprise. Yamazaki-san’s Evo II is prepared for track use, embodying Mercedes’ original DTM intentions. It features BBS magnesium wheels, Lamborghini Brembo front brakes, and Porsche Brembo rear calipers.
The car’s track-ready condition is evident, a testament to Yamazaki-san’s desire to drive and enjoy these rare machines. Details like the MoTeC engine management system, period-correct RAID steering wheel, and Recaro seats further emphasize its performance focus. Despite owning two of the most significant Mercedes-Benz models, Yamazaki-san’s primary desire is to drive them.
This embodies the true spirit of car enthusiasm: obsession, enjoyment, maintenance, and sharing rare and historically significant cars. Car knowledge is best when shared, celebrating the unique character cars reflect of their owners, rather than hiding them away. The Mercedes-Benz 190 E Evolution II, born from the fires of DTM competition, deserves to be seen and appreciated.
Tetsuro Yamazaki exemplifies this philosophy, reminding us to celebrate and drive these automotive icons.
