Mercedes-Benz W201 — BrandWiki

Mercedes-Benz W201

Overview

Mercedes-Benz W201 (190, 190 E, 190 D)

transmission
manufacturer	Daimler-Benz
production	September 1982 – May 1993 1,874,668 produced
assembly	Germany: Bremen Germany: Sindelfingen Thailand: Thonburi (TAAP)
designer	Peter Pfeiffer Bruno Sacco (1979)
class	Compact executive car (D)
body style	4-door saloon
layout	Front-engine, rear-wheel-drive
engine	Petrol: 1.7 – 2.3 L M102 I4 2.3 – 2.5 L M102 16V I4 2.6 – 3.2 L M103 I6 Diesel: 2.0 – 2.2 L OM601 I4 2.5 L OM602 I5 2.5 L OM602 turbo I5

The Mercedes-Benz W201 is the internal designation for the Mercedes 190 series sedans, a range of front-engine, rear drive, five passenger, four-door sedans manufactured over a single generation, from 1982 to 1993 as the company's first compact class automobile.

Designed by Bruno Sacco, head of styling at Mercedes-Benz from 1975 to 1999, the W201 debuted at the 1982 Paris Motor Show. Manufactured in both Bremen and Sindelfingen, Germany, production reached 1,879,629 over its eleven-year model life.

The W201 introduced a 5-link rear suspension[1] subsequently used in E and C class models, front and rear anti-roll bars, anti-dive and anti-squat geometry—as well as airbags, ABS brakes and seatbelt pretensioners. Its extensive use of light-weight high-strength steel enabled it to withstand a concrete barrier offset crash at 35 mph (56 km/h) without serious passenger injury or cabin deformation.

Mercedes introduced a performance variant, marketed as the 190 E 2.3-16V, at the 1983 Frankfurt Motor Show.

Background

From January 1974 to January 1982, Mercedes spent over £600 million researching and developing the W201, subsequently saying it was 'massively over-engineered'. The company began testing early prototypes in 1978, with final styling approved on 6 March 1979. The first prototypes based on that design were tested later that year, with pilot production beginning in February 1982, following engineering sign-off.

190 E 2.3-16 and 2.5-16

In the late 1970s, Mercedes competed in rallying with the big V8-powered Coupés of the R107 Series, mainly the light-weight Mercedes 450 SLC 5.0. Mercedes wished to take the 190 E rallying, and asked British engineering company Cosworth to develop an engine with 320 hp for the rally car. This project was known as project WAA by Cosworth.[13] During this time, the Audi Quattro with its all-wheel drive system and a turbocharged engine was launched, making the 2.3-16 appear outclassed. With a continued desire to compete in motorsports with the 190, and also now an engine to do it with, Mercedes turned to the Deutsche Tourenwagen Meisterschaft (DTM) (German Touring Car Championship) motor sport series instead. Cars racing in this championship, however, had to be based on a roadgoing model. Mercedes therefore had to put into series production a 190 fitted with a detuned version of the Cosworth engine. The performance model was known as the 190 E 2.3-16, and debuted in September at the 1983 Frankfurt Motor Show, after its reputation had already been established. Three cars, only slightly cosmetically altered, had set three world records in August at the Nardo testing facility in Italy, recording a combined average speed of 154.06 mi/h over the 50,000 km endurance test, and establishing twelve international endurance records.

Engine

The Cosworth engine was based on the M102 four cylinder 2.3-litre 8-valve unit producing 136 hp, already fitted to the 190 and E-Class. Cosworth developed the cylinder head.[14] It was made from light alloy using Cosworth's unique casting process and brought with it dual overhead camshafts and four valves per cylinder, meaning 16 valves total which were developed to be the "largest that could practically be fitted into the combustion chamber".[14]

In roadgoing trim, the 2.3 L 16-valve engine generated a maximum power output of 183 hp at 6,200 rpm and 174 lbft at 4,500 rpm. The oversquare 95.50 x 80.25 mm bore and stroke dimensions ensured that the car could easily rev up to the 7,000 rpm redline.[15] Acceleration from 0–100 km/h (62 mph) was in less than eight seconds, and the top speed was 230 km/h (143 mph).[15]

US-Specification cars had a slightly reduced compression ratio (9.7:1 instead of 10.5:1), and were rated at 167 hp at 5,800 rpm and 162 lbft at 4,750 rpm.

The road-going version of the engine was reconfigured with reduced inlet and exhaust port sizes, different camshaft profiles, no dry sump configuration and Bosch K-Jetronic replacing the specialised Kugelfischer fuel injection. These changes helped bring power down to the required 183 bhp specification, but still resulted in a "remarkably flexible engine, with a very flat torque curve and a wide power band".[14] The heads for the engines were cast at Cosworth's Coscast foundry in Worcester and sent to Germany to be fitted to the rest of the engine, parts of which were different from the standard 2.3-litre engine including light pressed alloy pistons, and rings designed to withstand higher engine speeds, whilst con-rods, bearings and bearing caps were found to be strong enough as standard and left unaltered.[14]

16V AMG power pack

Available only to 2.5-16 and Evolution I models, the optional AMG Power Pack increased power to 224 hp at 7,200 rpm and torque to 181 lbft at 5,000 rpm, while pushing the top speed up to 250 kph. In their final incarnations, these engines produced up to 350 bhp in racing tune.

16V AMG power pack

Available only to 2.5-16 and Evolution I models, the optional AMG Power Pack increased power to 224 hp at 7,200 rpm and torque to 181 lbft at 5,000 rpm, while pushing the top speed up to 250 kph. In their final incarnations, these engines produced up to 350 bhp in racing tune.

2.5 L model

An enlarged 2.5 L engine replaced the 2.3 L in 1988. It offered double-row timing chains to fix the easily snapping single chains on early 2.3 engines, and increased peak output by 19 hp-metric with a slight increase in torque. For the European market, the car delivered up to 204 PS without a catalytic converter (but prepared for retrofitting one, called "RÜF"). Catalytic converter cars equipped with the 2.5-litre 16V engine generated a slightly reduced power output of 195 PS. Cosworth also list the project code "WAB" for the development of the 2.5-16-valve head just as they do for the 2.3-16-valve head.[16]

16v differences

Due to their performance, the 16-valve cars were different from the other 190 models. The body kit on the 2.3-16 and 2.5-16 reduced the drag coefficient to 0.32, one of the lowest CD values on a four-door saloon of the time, whilst also reducing lift at speed. The steering ratio was quicker and the steering wheel smaller than that on other 190s, whilst the fuel tank was enlarged from 55 to 70 L. The Getrag 5-speed manual gearbox was unique to the 16-valve and featured a dog-leg change pattern, shifting left and down for first. The gearchange quality was, however, noted as "notchy, balky",[15] criticisms which weren't levelled at the BMW M3 (E30) which shared the same gearbox. An oil cooler was fitted to ensure sufficient oil cooling for the inevitable track use many of these cars were destined for.

The strictly four-seater interior had standard sport size seats with strong side bolsters for front and rear passengers. Three extra dials - an oil temperature gauge, stopwatch and voltmeter - were included in the centre console. The 190 E 2.3-16 was available in only two colours, Blue-Black metallic (Pearl Black in the US), and Smoke Silver. The 2.5-16 added Almandine Red and Astral Silver.

All 2.3-16-valve 190 models are fitted with a limited-slip differential (LSD) as standard. They were also available with Mercedes' ASD system which was standard equipment on the 2.5-16v. The ASD is an electronically controlled, hydraulically locking differential which activates automatically when required. The electronic control allows varied amounts of differential lock from the standard 15% right up to 100%.

Evolution models

Evolution I

With the debut of the BMW M3 Evolution 2 in March 1988, the 190 E's direct competitor, it became obvious that the 2.5-16 needed a boost in power in order to remain competitive. In March 1989, the 190 E 2.5-16 Evolution debuted at the Geneva Auto Show. The Evo I, as it came to be called, had a new rear spoiler and wider wheel arches. Many changes were made to under-the-skin components such as brakes and suspension. The car featured an adjustable suspension system allowing the ride height to be adjusted from an interior switch. All were intended to allow the Evolution cars to be even more effective around a track.

The Evo I's power output is similar to the 195 or of the "regular" 2.5-16. However, it had a redesigned engine of similar capacity but most importantly, a shorter stroke and bigger bore which would allow for a higher rev limit and improved generation of power. Additional changes stretch to improved rotating mass, improved lubrication system along with improved cam timing.[17] Cosworth also list a project code "WAC" for the development of the short-stroke Evolution engine.[13][16]

Only 502 units of the Evolution model were produced for homologation in compliance with the DTM rules. For those customers desiring even more performance, a PowerPack option engineered by AMG was available for DM 18,000. The PowerPack option included improved camshafts, a larger diameter throttle body, more responsive ignition and fuel management system as well as improved intake and exhaust systems - it was only offered with twin, metal catalytic converters rather than the single ceramic one used in the regular 2.5.[18] The net result was an increase in power by 30 hp-metric over the standard car, bringing the total to 225 PS.[18]

Evolution II

In March 1990, at the Geneva Auto Show, the 190 E 2.5-16 Evolution II was shown. This car retailed in 1990 for DM 136,720.

The "Evo II" included the AMG PowerPack fitted to the same short-stroke 2463 cc inline-four engine as the Evolution, producing a maximum power output of 235 PS at 7,200 rpm and 245 Nm of torque at 5,000 rpm, as well as a full SLS adjustable suspension allowing the ride height to be adjusted from an interior switch. An obvious modification to the Evolution II was the radical body kit (designed by Prof. Richard Eppler from the University of Stuttgart) with a large adjustable rear wing, rear window spoiler, and Evolution II 17-inch alloy wheels. The kit served an aerodynamic purpose—it was wind tunnel tested to reduce drag to 0.29, while at the same time increasing downforce. Period anecdotes tell of BMW research and development chief, Wolfgang Reitzle, saying "the laws of aerodynamics must be different between Munich and Stuttgart; if that rear wing works, we'll have to redesign our wind tunnel." The anecdote claims that BMW did redesign its wind tunnel afterwards.[19]

500 examples were painted in "blauschwarz" blue/black metallic; the last two examples, numbers 501 and 502, were painted in astral silver making them the rarest of the Evolution models. The Evo II had the shortest production run of the 190 series models with production starting in 1990 and ending in 1991.

Mercedes-Benz 190 E Elektro (1990)

The 190 E Elektro was a limited series of fully electric variants of the Mercedes-Benz W201. Back in May 1990, Mercedes revealed a fully electric 190 E at the Hannover Fair. This wasn't a typical concept for Mercedes as the carmaker wanted to use the 190E platform for testing different drive configurations and battery packs. These included mainly sodium-nickel chloride or sodium-sulphur batteries, which offered a much higher energy density than the era's more classic lead packs. At the 1991 Geneva Motor Show they even brought a more advanced version of the 190E ‘Electro’, showcasing their commitment to the project. The electric 190E retained the cabin space of the regular ICE model unaffected, as well as all its safety features. The Geneva show car featured two DC permanent magnet motors, one for each rear wheel, with a combined peak power output of 44 HP. As for the driving range, the electric 190 E offered 110 km (68 miles) on a full charge. The Mercedes 190 E Electro used a sodium-nickel chloride battery and a regenerative braking system to help charge the pack during driving. Mercedes also took out many of the weight-intensive mechanical components in order to offset the weight penalty of the heavy batteries; the result was an electric car that weighed just 200 kg (440 lbs) more than the model it's based on. As for the driving range, Mercedes even participated in a large-scale field trial on the German island of Rügen between 1992 and 1996, with the support of the local government. They wanted to test electric cars and their powertrains in everyday conditions and Mercedes sent 10 hand-built 190 E Electro cars which featured various electric motors and battery configurations. Some of them had no transmission at all while others even featured a manual transmission in combination with their electric powertrains. Special recharging stations with solar collectors were also installed on the island to test the concept of EVs in a consistent -neutral manner. Overall a total of 60 cars and vans from different brands were involved in the EV trial. The cars were tested by different participants, including taxi drivers, who used them in their normal lives. According to Mercedes, there were hardly any problems, with the test cars showcasing excellent reliability. One of the vehicles even achieved a usage rate of 100,000 km in one year (62,000 miles).[28]