The 1988 Mercedes-Benz 190E 2.5-16 (W201) is a performance saloon developed and manufactured by Mercedes-Benz. First unveiled at Paris Motor show in October 1982, the 190 was Mercedes-Benz's first smaller saloon car and went on sale on December 9, 1982. During its development, Mercedes spent eight years and £6,000,000 refining the W201 to the extent of being marketed by Mercedes as "over Mercedes-Benz | Mercedes-AMG Click to rate this post[Total: 1 Average: 5]This post-lockdown world is an interesting place. Billionaires are racing to space for a couple of minutes at a time, sports stars changing clubs for hundreds of millions a shot and classic sportscars are changing hands weekly at $20 million a pop. And everything underneath that is mushrooming in value to fill the new void of demand. All of which makes the 475-grand asking price for this Mercedes 190E Evo II seem, well, normal. Six Times the Evo II’s Original Asking Price Of course normal is just a cycle in a washing machine, but this wild winged DTM German Touring Car homologation special is just that. Special. On offer at Miami-based Speedart Motorsports, which specializes in European and mainly German supercars, this is one very special Benz. But its whopping 475,000 dollars asking price is double the expected top number for an Evolution II. And six times the car’s original asking price. Built at Merc’s Plant Sindelfingen late in May 1990, chassis number WDB2010361F738813 is the 473rd of 502 Evo IIs ever built. Sold new in Germany and driven for almost 6,000 miles, it went to a Portuguese owner in 1993. The car e-emerged at a Dutch dealer 5,000 miles later in 2015, where it was sold to a Greek tycoon. He serviced the car more than he drove it, racking up just 90 miles since! A mint example, it is now for sale with just 11,339 miles on the clock! Built to Qualify for the 1990 DTM The epitome third evolution of homologation for the hot 190E for the 1990 DTM, Evolution II is an AMG and Cosworth-tuned 235 HP 189 lb-ft normally aspirated 16-valve (thus the four-cylinder. It was built solely to satisfy the 500 minimum number of cars that were required to be sold to qualify this model to compete DTM Racing for the 1990 season. Evo II has a Getrag five-speed manual, lowered sports suspension and Brembo competition brakes. Boasting the dramatic original flared wheel arches and wild aero kit topped by that mad wing, this car’s splendid original alloys are shod in Michelin Sport Pilots. It was originally shipped with the popular comfort package including factory air conditioning, heated front seats. Add a Becker Grand Prix radio and cassette audio (remember them!) and a steel tilt and slide sunroof. Add original optional perforated leather and rear head rests for its four individual Recaro ‘racing’ bucket seats. This Evo II is 100 percent Technically Perfect This Evo II is sprayed blue-black metallic. Like all the 499 customer examples. Only two astral silver cars remained with Mercedes and AMG. The car’s original rustproofing remains visible on the underbody. And the cabin is basically as it was on the day of first delivery. The car is one hundred percent technically perfect. It comes with its original manual and service booklet, spare keys and its complete original tool kit, too. Now all that remains to be seen, is if someone in this mad world we live in sees $475K worth of value in a mint condition Mercedes 190E Evolution II. Time will tell! Orange County broker Original Rare has just listed a legit Mercedes-Benz 190E 2.5-16 Evolution II on its website. This is car No. 281/502, and the odometer is parked at 4,863 km, or just over Loading... 37,541 Downloads 347 Likes In the name of god --------------------------------------------------------------------------------------------------------------- Note !! this original 3d model not have engine and trunk and rear doors because model not have those parts --------------------------------------------------------------------------------------------------------------- Synopsis The 190E Evolution II was a limited production model designed to homologate the Mercedes-Benz 190E for the historic Group A racing class. Similar to its rivals, the BMW M3 and Alfa Romeo 155 Q4, it was powered by a 16 valve engine with 235 hp (175 kW). ================================================================ [ update changelog -fix hands in steeringwheel -added [3] livery ================================================================ [ update changelog -new lights -new dirtmap for tire -new handling by Eddlm (Thanks) ================================================================ [ update changelog -better headlight texture -new dirtmap for tires and body --------------------------------------------------------------------------------------------------------------- -improved lights -new tires and maps -fix minor bugs ---------------------------------------------------------------------------------------------------------------- 3D Model:Forza Horizon 4 Convert and edit : me ================================================================ Features: - [HQ] Exterior / Interior - Dials Working - Working All lights - Brakeable glass and lights - Hands On Steering Wheel - Tints worked - [1] Livery and Template - Dirtmap - HQ Mirrors ================================================================ Screenshots by me ----------------------------------------------------------------------------------------------------------------- - How to install - Go to "/update/x64/dlcpacks/", create a new folder called "190E" and put inside the " file. Export " from "/update/ path to your desktop with OpenIV. Open the file with a text editor and add the following line to the end: dlcpacks:\190E\ Import the file again to the path above with OpenIV. Done, use a Trainer to spawn the cars with "190E" name, and enjoy! First Uploaded: July 18, 2020 Last Updated: May 24, 2021 Last Downloaded: 2 hours ago All Versions (current) 18,153 downloads , MB May 24, 2021 10,302 downloads , MB September 25, 2020 5,175 downloads , MB July 27, 2020 3,318 downloads , MB July 18, 2020 Vehicle history and comps for 1989 Mercedes 190E 2.5-16 Evolution I VIN: WDB2010361F602337 - including sale prices, photos, and more. The ‘80s were good to Mercedes. The stalwart W123 chassis and its myriad forms further galvanized the brand’s reputation as a top-quality manufacturer of bulletproof luxury cars; they’d just released the second (official) generation of the venerated S-Class to the envy of gangster wannabes and junior executives alike; and it was the first decade since the ‘50s and that awful accident at Le Mans that the brand would return to premiere motorsport. For their debut season in the World Sportscar Championship in ’89, Mercedes and partner Sauber walked away with the manufacturer’s championship, winning seven of the eight races in the series. That car, the Sauber-Mercedes C9, would also claim outright victory at Le Mans in the same year—their first attempt at the race in more than three decades. In other words, Daimler’s automobile division was doing quite well for itself on the racetracks and roadways of the world, and in addition to these commercial and competitive successes, they also released a car with nearly unmatchable versatility, the Mercedes-Benz 190. Taken collectively, Merc made almost two million cars bearing the 190 designation, a gamut ranging from box-stock beige Moroccan taxi cabs packing workhorse diesels under the hood and no options whatsoever, to the homologation specials with wrung-out Cosworth-and-AMG-developed engines wearing aero kits shaped by wind tunnels and phDs. Before the Batman sedan that’s pictured here though, the first of the performance-oriented production 190s came to the world in the form of the 1984 190E Steering ratios, damper stiffness, ride height, aero, fuel tank capacity, bushing durometers; almost everything was tweaked, and it featured too many changes over the base models to list, but the most significant of the lot was the engine that gave the car its code-like model name. Originally, Mercedes planned to go rallying with the 190E, and they tapped the motor magicians at Cosworth to develop the existing inline-four into a race-capable unit. The car never really achieved anything on dirt though, as it was quickly made obsolete by the rapid developments in all-wheel drive and forced induction that characterized the sport’s ascension into Group B. No matter though, because the 190 was likely better suited to touring car racing to begin with, and so Mercedes went about homologating the 16-valve DOHC Cosworth motors for competition in the Deutsche Tourenwagen Meisterschaft (DTM). Early into production of the they held the now infamous one-make event at a rainy Nürburgring in 1984 (fun fact: this was inaugural race at the then-new GP course), in which a young Senna would drive to victory against canonized names like Lauda, Hill, Prost, Brabham, Scheckter, Surtees, and Rosberg. That’s more a Senna legend than a Mercedes one, but the car would have its day soon enough. To compete with the M3s and Sierras that were built to beat it in Group A touring car racing, the 190E received its first official “Evolution” model in 1989 in order to homologate the version of the Cosworth motor, as well as a new aerodynamic kit featuring wider wheel arches and a trick front and rear spoiler setup. It didn’t prove quick enough to beat the BMWs in ’89 though, and neither of the two could take down the Audi V8s and their Quattro systems in the following year. However, midway through the 1990 season, Mercedes completed the required 500-car production run of its downright wild Evolution II, and started to tip the scales in Stuttgart’s favor. With a massive factory-backed effort in 1991 headed by teams from AMG, Mercedes was able to take the manufacturers’ title in the DTM, and Evo II pilot Klaus Ludwig barely lost top honors in the drivers’ standings to Frank Biela and his Audi V8. The following year would see Biela’s and the rest of the Audis penalized for bending rules with their crankshafts, and Mercedes positively swept the season as a result, winning the manufacturers’ title as well as taking the top three rankings in the drivers’ championship. 1993 would see the introduction of new touring car regulations under the FIA, and the new, more exotic bodywork did not require further homologation this time around, making the Evolution II the last winner in the DTM under Group A regulations, aka the last to win during the series’ “golden era.” The race car earned the right to wear its ludicrously large rear wing and swept-back wide body arches then, but what about the road car that was homologated to support this aggressive package? One look at the street-spec Evo II betrays its date of birth, but to the vast majority not in the know, first impressions also conjure up words like “ricer,” “chav,” “boy-racer,” depending. Don’t listen to those people; they are either willfully or haplessly ignorant. This car is just plain rad, and the fact that such a bizarrely augmented creation was green-lit by the steely men of Mercedes makes it all the more so. And while I’m sure that many people I admire would disagree with me, I tend to think anything gaudy gets a free pass if it’s built by the factory. But then again, it’s not really gaudy at all is it? It’s purely functional—that’s kind of the whole point of homologation specials—and regardless of how the aero package looks, there is no disputing that it was designed solely to carve out an advantage on racing circuits. That should discredit any comparisons to Fast and the Furious right off the bat. After all, you wouldn’t level the same claims against the CSL “Batmobile,” would you? Now that I’m done preemptively defending it, I’ll try not to gush too much about what it was like to play around with one. A few months ago I attended the Lime Rock Park Historic Festival in Connecticut, and after a sublime day of old school vintage racing I had the pleasure of meeting up with Didier Lavion. You may recall the name from a previous story we did on his astounding collection of German modern classics, and since then he’s added an Evo II to his fleet of Teutonic titans. And here I was with the keys. I guess I’ve been in and around more traditionally appealing cars, but I have to say this is my number one, the instinctual answer to the ultimatum: “What is your favorite car?” Perhaps I’m just another enthusiast who prefers the products he grew up with, but that’s taking too much credit away from this remarkable machine. It defines the era it competed in, more so than the M3 even, and it also marked one of the last periods of attainable homologation specials. Its nostalgia factor is immense, but it isn’t just a novelty. I was set up for a big let-down then, and I knew it wasn’t going to shove me back into the chunky big-bolster seat, even with the magic fingers of Cosworth and AMG tickling the motor. The E30 M3 is notorious for being much slower in reality than it is in our heads, so what was I to expect from a car with two more doors and no more horsepower? I will be forever grateful to Didier for letting me find out how wrong I was to worry. To give a little more context, I’d driven to our meeting spot in my E34 M5, which has roughly 100hp over the Merc, so I already had a recent and definitively faster reference point. Despite this nagging doubt that the car could possibly live up to the levels I’d built it up to, I couldn’t get rid of the embarrassing full-face smile and the shaking hands I was apparently going to be stuck with during the drive. Careful not to scuff anything with my shoes or rub the bolsters too much, getting into the car was an activity mired in nervous reverence. This was my dream car, and I was going to drive it, even if it was just a short sprint up and down the road ahead of me. Once I’d muttered “wow” about a hundred times as I took stock of everything (in-car adjustable suspension switches, OEM-fitted stopwatches, limited edition plaques, etc.), it was finally time to put it in motion. A twist of the key was answered by the buzzy-brawny idle that’s typical of highly-tuned naturally aspirated four-cylinders, and a few precursory actuations of the clutch in neutral revealed a pretty standard level of resistance that translated into pretty standard degree of grabbiness once engaged. So far no surprises on the up or downside then, though I did get irrationally excited when I checked the rearview mirror out of habit only to be met with a scene comprised almost exclusively of the massive two-tiered wing and the window-shrinking roof spoiler; it’s not form over function, it’s just one kind of function taking precedence over another. The car was warm already, so I gave it a stab up to the middle of the rev range before shifting the dog-leg gearbox up and to the right for second gear. The immediate impression is that it’s a very responsive and connected powertrain, and I imagine swapping out the flywheel for something lighter would really accentuate this. That’s not to say there was any noticeable rev-hang though, and throughout my brief drive the engine always spooled up more than quickly enough to make rev-matching a very easy exercise; you get the sense that you could manipulate the five-speed Getrag all day as if you were driving one of the car’s distant taxicab cousins. That said, the Evo II is far from a plodding diesel, and the first real surprise of the day came when I let the tach complete its sweep. It won’t produce anything stellar in the quarter-mile, but it’s plenty quick. Really, it is. With right around 230 horsepower coming on late in the power band it’s very much like its M3 rival in that it only reveals its potential when you’re driving the snot out of it. I wasn’t hucking it off curbs and trading paint while riding on the redline of course, though it doesn’t take much talking with the car for it to tell you that’s what it wants to do. It’s a terrific momentum driver in that sense—it makes you feel like a pansy for not pushing harder—and I think it comes down to how long the chassis lets you keep your foot down. With a front and rear multilink suspension that was part of the homologation package, it’s no wonder the car consistently earns praise beyond the E30 by those who’ve driven both, and though I won’t pretend to have enough experience in either to make a final judgement, I can say that the Evo II is just plain planted. You can botch the apex like you walk with a white cane and it won’t ask you to lift off the gas, you just tweak the steering wheel and the car goes where it’s pointed. Like I said, this all needs to be framed by the fact that I didn’t have it on a track, nor for all that long in general. That short stint was enough for me, and while I would love to spend my life hot-lapping the Nordschleife in an Evo II, having any opportunity to drive your favorite car is a special occasion that should leave you happy with whatever time you can get, especially when it’s in something that never came to the US in the first place. The overall experience lived up to the expectations I had for this Merc, and if you ever want to drive a DTM car on the street this is as close as you’ll get to the experience in OEM form. And if your neighbors make fun of the “bodykit,” be sure to let them know their sedans never won touring car championships. Saleem has taken one of the most desirable performance cars of the 1990s, the Mercedes-Benz 190E 2.5-16 Evolution II, and turned it into a modern take on what looks like a DTM touring car. Mercedes-Benz | Mercedes-AMG Click to rate this post[Total: 1 Average: 5]Mercedes-Benz saw BMW’s success with the E30 M30 and wanted to replicate it. They made the “Baby-Benz” in 1982. Just eight years later they took that recipe, enhanced it tenfold, and created a legend: the mighty 190 E Evo II. Only 502 were ever made. One just got sold this weekend for a hefty sum. It’s time to rewind. As my father tells me, life in the ‘80s was interpersonal, adventurous, whimsical and too fun to ever be forgotten. As a teenager he says that playing in the rain was something that everyone did and even though there wasn’t much to go around, people were content. There was time for everything. People lived with more passion and friendships were made to last. Being fully in touch with your surroundings was a thing that people took to the heart. It felt like anything was acceptable and possible in the ‘80s, even though we have it much, much easier today. In the span of a decade, we saw a lot of major events happening around the world. Germany and Eastern Europe were freeing themselves from the authoritarian Soviet regimes, hope was embracing everyone and there was a general feeling of real change at international level. The new decade was to come with challenges, but in that point in time, between 1989 and 1990, everything felt different. Courage, sacrifice, emotions, and freedom were defining a new era. Mercedes-Benz felt it In the midst of all that effervescent lifestyle, the Stuttgart-based carmaker decided its time to introduce the world to a car that was going to become the reason for full AMG integration. It started with the W 201 as a compact class representative, a new third main line for passenger cars made by Mercedes-Benz. Add Cosworth engines into this mix and the same gearbox BMW used for its E30 M3 plus some aero work and you got yourself a magnificent sports vehicle, a four-door sedan that’s gone wild. The first enhanced version of the 190 started with a brilliant performance at the race of the new Nürburgring in 1984. Just four years later, in 1988, Mercedes-Benz got the DTM vibes and joined the competition. They almost got a win. Not being champions pushed the company further and it eventually created the masterpiece known today as Mercedes-Benz 190 E Evolution II. The Germans finally got their DTM win in 1992 when the podium was only occupied by 190 E Evo II race drivers. Naturally, the street legal version was fated for infamy. The 473rd 1990 Mercedes-Benz 190 E Evo II Over 32 years have passed since then. Now we have ourselves an automotive legend. They build only 502 units and the 473rd sold this weekend on Bring a Trailer (BaT). This particular unit with the chassis number WDB2010361F738813 has the Cosworth DOHC inline-four engine, only 11,000 miles (18,000 km) on the odometer, a limited-slip differential, 17-inch wheels, an electric sunroof, self-leveling suspension, the AMG PowePack engine upgrade, air conditioning and a Becker Grand Prix cassette stereo. The car was first sold in Germany as BaT and relevant documentation confirm but has spent a lot of its life in Portugal, Greece, and the Netherlands. It arrived in the in 2020 and it will remain here to live the rest of its existence in Florida. It still has its original factory books, tools and import documentation. The owner is a Mercedes-Benz fan as he also owns a 14k-miles 2008 Mercedes-Benz S 65 AMG and in the past tried twice to get his hands on a 190 SL. Taking all of this into consideration and the fact that the 4-cylinder has motorsport connections, we think the $432,432 price tag is justified. But we’ll let you decide about this. With the launch of the 1990 Mercedes-Benz 190 E Evo II the German automaker understood it’s time to evolve. Understanding this segment has real potential and, after making just 502 cars, AMG engineers officially took over the high-performance vehicle line starting with the Mercedes-Benz E 50 AMG in 1993. After only six years, in 1999, AMG was bought by Daimler (at the time named DaimlerChrysler AG). This whole story tells us one important thing: to build something truly extraordinary you just have to start somewhere, just make that defining first step. The 1990 evolved Baby-Benz stands as testament to this as it has already passed the test of time. The Mercedes-Benz 190E 2.5-16 Evolution II - W201 (1990 to 1991) market. CMB $285,001 The CLASSIC.COM Market Benchmark (CMB) represents a benchmark value for vehicles in this market based on data accumulated by CLASSIC.COM.
Aug 21, 2021 at 10:46am ET If you’re in the market for one of the most exciting Mercedes-Benz sedans ever made we have this listing for you. You have the opportunity to purchase the legendary 1990 Mercedes-Benz 190E Evolution II homologation special through our friends at Speedart Motorsports. This groundbreaking sedan took the fight to the BMW M3 Evolution II during the sensational racing at the DTM touring car championship of the 1990s. This road-going sedan homologated the racecars needed for competition resulting in a race-bred driver’s car. If you want to purchase the best driver's car there’s a simple formula. Find a car built to homologate a racecar for motorsport use and then profit. Certain racing series require manufacturers to build a specific number of road cars to make their racing cars qualify for the series. This process leads manufacturers to pay special attention to the homologation cars so they have the best platform to build their racecars. More Mercedes-Benz News: The DTM arms race of the 1980s and 1990s between BMW and Mercedes-Benz is legendary. The newly minted 190E was the first German sports sedan on the market and promised customers a fun and practical package. BMW wanted a piece of this market and decided to develop the BMW M3 based on its popular 3-series platform. Then, both of these vehicles ended up not only competing for sales but also the top spot in the DTM Touring Car Championship in Germany. This rivalry lasted for years as both brands continued to up their commitment to winning on the racetrack. The win on Sunday sell on Monday ethos was front and center during this fiercely competitive match-up. Today, you can own this crown jewel of Mercedes-Benz’s efforts to win the DTM championship, the 1990 Mercedes-Benz 190E Evolution II. Besides its long name, this car is steeped in motorsport history and the perfect driver’s car to add to your collection.
This video is about a 1992 Mercedes-Benz 190 E 2.5-16 Evolution II driven by Keke Rosberg during the 1992 DTM championship. The car is powered by a 2.5-litre “ Exclusive SeriesFully upgrade the Mercedes C11 and the Mercedes 190E Evolution II to unlock new Exclusive Series. ” In March 1990, at the Geneva Auto Show, the 190 E Evolution II was shown. With the success of the first Evolution model, this model's 502-unit production was already sold before it was unveiled. This car retailed in 1990 for USD $80,000. The "Evo II" included the AMG PowerPack fitted to the same short-stroke 2,463 cc ( L; cu in) inline-four engine as the Evolution, uprated at 235 PS (232 bhp; 173 kW) @ 7200 rpm and 245 N⋅m (181 lb⋅ft) of torque @ 5000 rpm, as well as a full SLS suspension allowing vehicle ride height to be adjusted from an interior switch. An obvious modification to the Evolution II is a 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 wheels. Availability The MERCEDES-BENZ 190E EVOLUTION II is available in 3 series: Stuttgart vs. Munich bonus series in the Season 1 group Road Flair bonus series in the Pro/Am group. Mercedes-Benz 190E Evolution II (Exclusive Series) in the Exclusive Series category This vehicle was added in the Mercedes Update ( released in July 2018 and can be unlocked by earning 17 trophies in Road Flair. Fully-upgrading this car, once owned, will unlock Mercedes-Benz 190E Evolution II (Exclusive Series). This vehicle can be acquired for 80 or 64 with showcase discount. It has also been available for 56 as a 'Get it Now' price, unlocking Road Flair. This vehicle was available to win in the following special event: Mercedes-Benz Evo II Championship available in the Mercedes Update ( released in July 2018. Characteristics Stage PR(Upgrades) Top Speed Acc. Braking Cornering Cost Parts Base 155 mph249 kph s m g 80 G(64) Maxw/ R 161 mph259 kph s m g R46,200 (+174,100) 79 Max 182 mph293 kph s m g 121 (266) 1228 Top Speed(kph) 164 220 276 332 388 444 500 249 293 Acc.(s) Braking(m) 51 44 37 30 23 16 9 Cornering(g) Upgrades (28) Upgrade Duration R G 1 Engine: High Flow Air Filter 10 Minutes 8,000 5 2 Engine: Basic Engine Tuning — — 8 3 Engine: Performance Throttle Body 1 Hour 17,900 12 4 Engine: Increase Engine Bore — — 18 5 Engine: Performance Cylinder Heads 4 Hours 40,300 28 1 Drivetrain: Lightweight Flywheel 10 Minutes 7,400 5 2 Drivetrain: Uprated Sports Driveshaft — — 7 3 Drivetrain: Performance Limited Slip Differential 1 Hour 16,700 10 4 Drivetrain: Uprated Sports Gearbox — — 16 1 Body: Polycarbonate Window Replacements 10 Minutes 5,900 4 2 Body: Fibre Glass Panels — — 6 3 Body: Weight Reduction 1 Hour 13,300 9 4 Body: General Body Refinement — — 12 5 Body: Aero Optimised Undertray 4 Hours 29,800 20 1 Suspension: Improved Coil Springs 10 Minutes 6,800 4 2 Suspension: General Suspension Tuning — — 7 3 Suspension: Lightweight Sports Swaybar 1 Hour 15,300 10 4 Suspension: Uprated Sports Shocks — — 15 1 Exhaust: Performance Exhaust Tuning 10 Minutes 6,700 4 2 Exhaust: Custom Exhaust Headers — — 7 3 Exhaust: Performance Cat-back Exhaust 1 Hour 15,100 10 1 Brakes: Uprated Sports Brake Pads 10 Minutes 5,200 3 2 Brakes: Uprated Sports Calipers — — 5 3 Brakes: Uprated Sports Brake Discs 1 Hour 11,700 8 1 Tires & Wheels: Camber Alignment 10 Minutes 6,200 4 2 Tires & Wheels: Sports Compound — — 6 3 Tires & Wheels: Lightweight Racing Rims 1 Hour 14,000 9 4 Tires & Wheels: Camber & Toe Adjustments — — 14 TOTAL: 28 5 Hours10 Minutes 46,200+174,100=220,300 121 / 266 Colour keys White purchase before any upgradesOr instant purchase Green purchase after any upgrades Red only purchase For upgrades including PR values, please see the project page RR3 Wiki:Upgrades Section MERCEDES-BENZ, please be aware that PR values can vary depending on the upgrade order. Navigation MERCEDES-BENZ (12) 190E EVOLUTION II • AMG A 45 • SLS AMG • SL 65 AMG BLACK SERIES • SLS AMG GT3 • C63S • SLR McLAREN 722 • AMG GT3 • CLK-LM • AMG GT4 • AMG C 63 TOURING CAR • C11 Road Flair NISSAN SKYLINE GT-R V-SPEC (R34) • MERCEDES-BENZ 190E EVOLUTION II Stuttgart vs. Munich MERCEDES-BENZ 190E EVOLUTION II • BMW M3 (E30) Mercedes-Benz 190E Evolution II (Exclusive Series) MERCEDES-BENZ 190E EVOLUTION II . 424 55 233 334 232 443 59 310

190e 2.5 16 evo ii