1. Mercedes 190e Cosworth Workshop Manual

Complete coverage for your Mercedes-Benz 190, 190E and 190D Petrol and Diesel (83 - 93) A to L Every manual is written from hands-on experience gained from stripping down and rebuilding each vehicle in the Haynes Project Workshop. Mercedes Benz 190E 2 6 Repair Manual Online Chilton DIY. - Mercedes Benz190E Chilton repair manuals are available at the click of a mouse Access the.

. 1982–88: 1,390 mm (54.7 in). 1988–93: 1,375 mm (54.1 in) 1,110–1,300 kg (2,447–2,866 lb) Chronology Successor The Mercedes-Benz W201 was the first manufactured by German automotive manufacturer. Introduced in 1982, it was positioned in the size category below the and marketed under variants of the Mercedes-Benz 190 nameplate.

The W201 featured innovative rear, 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. The W201 enjoyed strong sales in Europe but fared poorly in the United States. Series production ended on 13 April 1993 after the manufacture of approximately 1.8 million examples. The 190 and its variants were succeeded in the compact executive car segment by the, a newly-created nameplate. Contents.

Background From January 1974 to January 1982, Mercedes spent over £600 million researching and developing the 190 and subsequently said it was 'massively over-engineered'. The first test mules were put into testing in 1978, with final styling being approved on March 6, 1979. The first prototypes based on that design were tested later that year, with pilot production beginning in February 1982, following engineering sign-off. It marked a new venture for Mercedes-Benz, finally giving it a new smaller model to compete with the likes of the, and, as well as the more expensive versions of the many medium-sized saloons and hatchbacks from mainstream brands. The W201-based 190 was unveiled on December 8, 1982, being launched in Germany the very next day on December 9, 1982 and was sold in right-hand drive for the UK market from September 1983. 1987 Mercedes-Benz 190 E 2.3 (US) Local in Bremen (which produced commercial vehicles at the time) prevented Daimler-Benz from building the 190 there, so production was started in at a capacity of just 140,000 units per year.

Eventually after just the first year, Bremen was cleared for production of the 190, replacing its commercial vehicle lines, and there the 190 was built with the first running modifications since release. The 190 E (E for Einspritzung, or ) model uses the Multi-Point Fuel Injection to meter fuel instead of the carburetor of 190 models. Thanks to their fuel injection system, 190 E models made more power and were more fuel efficient when compared to non-fuel injected 190 models.

Petrol models. 1985 Mercedes-Benz 190 E In 1982, the first available models were the 190 and 190 E. Each was fitted with an 1,997 cc (2.0 L) inline-4 engine. The 190 was fitted with an M102.921 engine producing 90 hp (67 kW; 91 PS) and the 190 E fitted with an M102.962 engine producing 122 hp (91 kW; 124 PS).

In September 1983, the 190 E 2.3 (2,299 cc) was launched for the North American market only (although 190 E 2.3 was available for purchase in other countries later), fitted with a 113 hp (84 kW; 115 PS) M102.961 engine. This reduction in power was due to the emissions standards in the North American market at the time.

The intake manifold, camshaft, and fuel injection system were refined in 1984, and the engine produced 122 hp (91 kW; 124 PS). The carbureted 190 was revised in 1984 as well, receiving a power increase to 105 hp (78 kW; 106 PS). 1984 also saw the arrival of the 2.3-16 'Cosworth' variant. In 1985, the 190 E 2.3 now came fitted with the M102.985 engine, producing 130 hp (132 PS; 97 kW) until it was revised in 1987, now utilising the Bosch KE3-Jetronic Injection system, a different ignition system, and a higher compression ratio, producing 136 hp (101 kW; 138 PS).

1987 marked the arrival of the first 190 equipped with an, the 190 E 2.6. Fitted with the engine, the 190 E 2.6 had a maximum power output of 160 hp (119 kW; 162 PS) with a catalytic converter and 164 hp (122 kW; 166 PS) without it. In the North American market, the 190 E 2.6 was sold until 1993, the end of the W201's production run.

From 1992–1993 the 2.6 was available as a special 'Sportline' model, with an upgraded suspension and interior. The 190 E 2.3 was sold until 1988, then went on a brief hiatus until it was sold again from 1991 until 1993. Diesel models.

Mercedes 190 D (Chile) The 190 D was available with three different engines. The 2.0 L inline-4 engine was the base engine, and was never marketed in North America. The 2.2 L, with the same power as the 2.0 L, was introduced in September 1983. It was only available in model years 1984 and 1985, and only in the USA and Canada. The 2.5 L inline-5 engine was available in the late 80's and early 90's. The 2.5 L Turbo engine, sold in mainland Europe, but not the UK for many years, was available to American buyers only in 1987 and is now somewhat of a collectors item.

The exterior of the 2.5 Turbo model is different from other models in that it has fender vents in the front passenger side fender to feed air to the turbocharger. Limited editions 190 LE For the UK and Irish market a special edition 190 was produced for the 1993 model year. The car was given the badge name 190LE, though on the rear boot lid it read 190 E (on the left hand side of the lock) and LE on the right hand side. Roughly 1,000 cars were produced and each one came with a large A3 sized certificate giving each car a unique number. The 190 LE was available in three colours only; Azzuro Blue (blue/purple), Brilliant Silver and Rosso Red (Burgundy). The Azzuro blue coloured cars came with a grey checked cloth interior, the silver coloured cars with a black checked cloth interior and the Rosso Red coloured cars with a biscuit/cream checked cloth interior.

The LE was equipped with extra features that had been options on the other models and were only available with the 1.8 or 2.0-litre engine. Both the 1.8 and 2.0-litre models were equipped with a standard electric tilt and slide steel sunroof, four electric windows, electric aerial, 8-hole alloy wheels, Blaupunkt Verona CR43 Radio/cassette player and walnut wood trim (as opposed to ).

The 2.0-litre version had in addition rear headrests and a front armrest. The LE was nearly £3,500 cheaper than a 1.8-litre model of identical specification, and £2,000 cheaper than a 2.0-litre model. No further options could be added to LE cars from the factory - though some were equipped with other dealer-installed items. 2.5-16 Cosworth The Cosworth engine was based on the four cylinder 2.3-litre 8-valve unit producing 136 hp (101 kW; 138 PS), already fitted to the 190 and E-Class. Developed the. It was made from light alloy using Coscast's unique casting process and brought with it and, meaning 16 valves total which were developed to be the 'largest that could practically be fitted into the combustion chamber'.

In roadgoing trim, the 2.3 L 16-valve engine generated a maximum power output of 185 hp (138 kW) at 6,200 rpm and 174 lb⋅ft (236 N⋅m) 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. Acceleration from 0–100 km/h (62 mph) was in less than eight seconds, and the top speed was 230 km/h (143 mph). US-Specification cars had a slightly reduced compression ratio (9.7:1 instead of 10.5:1), and were rated at 167 hp (125 kW; 169 PS) at 5,800 rpm and 162 lb⋅ft (220 N⋅m) 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 185 bhp (138 kW) specification, but still resulted in a 'remarkably flexible engine, with a very flat torque curve and a wide power band'. 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.

16V AMG power pack Available only to 2.5-16 and Evolution I models, optional AMG Power Pack increased power to 224 hp (167 kW; 227 PS) at 7,200 rpm and torque to 181 lb⋅ft (245 N⋅m) at 5,000 rpm, while pushing the top speed up to 250 km/h (155 mph). In their final incarnations, these engines produced up to 350 bhp (261 kW) in racing tune. 2.5 L model. 1990 Mercedes-Benz 190E 2.5-16V (UK) An enlarged 2.5 replaced the 2.3 L in 1988. It offered double-row to fix the easily snapping single chains on early 2.3 engines, and increased peak output by 17 (12.5 kW) with a slight increase in torque. For the European market, the car delivered up to 204 hp (152 kW; 207 PS) without a catalytic converter. Catalytic converter cars equipped with the 2.5-litre 16V engine generated a slightly reduced power output of 197 hp (147 kW; 200 PS).

Mercedes were not keen to publicise the fact that their most capable saloon had an engine developed by a British company. However some cylinder heads from 2.5 L cars were found to be stamped with the Coscast logo indicating they were cast at Cosworth's foundry just like the 2.3 L cars. 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. 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 5-speed was unique to the 16-valve and featured a 'racing' gear pattern with 'dog-leg' first gear, left and down from neutral.

This meant that the remaining 2nd, 3rd, 4th and 5th gears were in a simple H pattern allowing fast and easy selection. The gearchange quality was, however, noted as 'notchy, ', criticisms which weren't levelled at the (E30) which shared the same gearbox. The pattern is also unusual in that the driver engages reverse by shifting left and up from neutral, as for first gear in a conventional pattern.

This was demonstrated in a episode where took a 190 E 2.3-16 Cosworth and repeatedly confused reverse and first gear. 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 Recaro sports 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 (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%. It is not a however, and can only maximize traction rather than prevent wheel spin. Activation of the ASD system is indicated by an illuminating amber triangle in the speedometer. The suspension on 16-valve models is modified from the standard 190 (W201). As well as being lower and stiffer, it has quicker dampers, larger anti-roll bars, harder bushings and hydraulic (SLS) on the rear.

This allows the rear ride height to remain constant even when the car is fully loaded. At the inauguration of the new, shorter in 1984, a race with identical cars was held, with former and current F1 drivers at the wheel. A then unknown took first place. Private Teams such as AMG later entered the 2.3-16 in touring cars races, especially the. In the late 1980s, the 2.5-16 (never released in the United States) raced many times, against the similar and even the. Evolution models Evolution I.

Mercedes 190e Cosworth Workshop Manual

190 E 2.5-16 Evolution I With the debut of the BMW M3 Sport Evolution, the 190 E's direct competitor, it became obvious that the 2.5-16V model needed a boost in power in order to achieve better performance than its competitor. In March 1989, the 190 E 2.5-16 Evolution debuted at the. 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 202 hp (151 kW; 205 PS) 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.

Cosworth also list a project code 'WAC' for the development of the short-stroke Evolution engine. Only 502 units of the Evolution model were produced for in compliance with the DTM rules. For those customers desiring even more performance, a PowerPack option engineered by 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. The net result was an increase in power by 30 hp (22 kW; 30 PS) over the standard car bringing the total to 232 hp (173 kW; 235 PS).

AMG 1993 DTM competition car was not part of Mercedes-Benz when the 190 was first produced, but a separate racing and tuning company. As AMG had racing experience in the DTM, they were tuning all the factory petrol engines for the customers and 190 E was one of them.

Engine tuning added 25 hp (19 kW; 25 PS) over the standard car. Along with that aerodynamic features were added to the cars such as rear spoilers and front splitters in order to improve high speed stability, alloy wheels and a leather interior. 190 E 3.2 AMG The 190 E 3.2 AMG was the first model sold through Mercedes-Benz dealerships with Mercedes-Benz new car warranty. About 200 complete cars were made, in black or silver: they were very expensive (about DM 155,780).

Besides 200 complete 190 E 3.2 AMG's, Mercedes-Benz sold AMG body kits and 3.2 L AMG engines separately, so there are 190's fitted with those features at the factory or retrofitted The 190 E 3.2 AMG straight-six 12-valve engines generated a maximum power output of 231 hp (172 kW; 234 PS), and enable the car to attain a top speed of 243 km/h (151 mph). Mercedes 190 D BlueEFFICIENCY (2009) The 190 D BlueEFFICIENCY is an experimental vehicle demonstrating the improvements made in Diesel engine technology over the last 20 years, in isolation from the equally profound changes in the safety and comfort of the car as a whole. It was based on a 1988 190 D 2.6 which was fitted with a, rated at 204 PS (150 kW; 201 hp) and 500 N⋅m (369 lb⋅ft) at 1,600–1,800 rpm. The 190 D Blue EFFICIENCY accelerates from 0 to 100 km/h in 6.2 seconds, with fuel efficiency of 4.9 litres per 100 kilometres (NEDC).

By comparison, the original car has the fuel efficiency of 7.3 litres per 100 kilometres. The 190 D BlueEFFICIENCY was also compared to C 250 CDI BlueEFFICIENCY, which has fuel efficiency of 5.1 litres per 100 kilometres via NEDC method, despite the modern C 250 CDI BlueEFFICIENCY being 385 kilograms heavier, 16 centimetres longer, and around 9 centimetres wider and higher than a 190. References Notes. ^ Kittler, Eberhard (2001).

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