|
Greg
Guest
|
 |
« on: May 26, 2005, 04:08:05 PM » |
|
This is Part 1 of a series of 3 articles I wrote in 2004 covering the W124 and W201 models for "Das Rundschreiben", the magazine of the Mercedes-Benz Club (NSW) Inc.
W201 History
By Greg – Mercedes-Benz Club (NSW) Inc. - W124 & W201 Registrar
On Saturday, May 22, 2004, I conducted a Technical Forum on the Mercedes-Benz W124 and W201 passenger cars at our club president's residence. Thankyou Ben for the use of your expansive garage, complete with hoist, and to all those club members who assisted and attended on the day.
Many aspects of the W124 and W201 models were covered during the afternoon, including a brief history, models and variants, innovative features, strengths and weaknesses. Despite concerns of having insufficient material to occupy an entire afternoon, I found the opposite to be the case. I noticed some attendees making notes on the day but for those who were unable to attend or who would like information from the day, I will run a series of articles in Das Rundschreiben. The first article will cover the history of the W201.
The W201 was launched at the end of 1982 as the 190 and 190E. Both were powered by 2 litre versions of the M102 four cylinder, single overhead camshaft, 8 valve engine. This engine was first used in 2 and 2.3 litre displacements a short time earlier in the updated version of the larger W123. The 190 was fed by a carburettor and produced a maximum power output of 66kW (90hp) and torque peak of 165Nm. The 190E was fitted with fuel injection and was good for up to 90kW (122hp) and 178Nm in versions without exhaust catalyst and suited to high octane fuel. A combination of light weight by Mercedes-Benz standards and low wind drag resulting from the wedge-shaped profile allowed a combination of good performance (for 190E: 0-100km/h in under 11 seconds, 195km/h max speed) and low fuel consumption. Power was transmitted from the longitudinally mounted engine via either 4 or 5 speed manual or 4 speed automatic transmissions to the rear wheels.
Suspensions were totally new front and rear. The coil sprung independent rear suspension was revolutionary with its 5 link arrangement on each side. Front was by way of lower control arms and shock absorber-struts with separate inboard coil springs. Anti-roll bars were used front and rear and steering was traditional, power-assisted recirculating ball. Vacuum-assisted disc brakes were used on all wheels and ABS anti-locking was optionally available. Initially, wheels were 14 inches in diameter in a choice of steel or optional alloy. All this made for a superb handling car with faster dynamics than previous Mercedes-Benz sedans.
At 4.42 metres in length the W201 was the new compact sedan in the Mercedes-Benz range. Despite compact dimensions the relatively long 2.665 metre wheelbase with virtually no front overhang and little at the rear, assured a comfortable ride. Active safety resulted from the superb dynamics but, in the event of a collision, new standards of passive safety were available. Apart from the use of traditional Mercedes-Benz rigid safety-cell cabin with impact absorbing crumple zones at the front and rear, the W201 introduced the ability to withstand asymmetric frontal impacts. Despite the light weight, high strength steel gave rigidity where required. Driver's airbag and seat belt pre-tensioners were optionally available.
In 1983 the four cylinder 55kW (75hp) diesel powered 190D was introduced to the W201 range. Additional petrol models were also added to the range, the 97kW (130hp) 190E 2.3 (which was the standard base model in the USA, albeit with lower power output) and 190E 2.3-16. Both used 2.3 litre versions of the M102 four cylinder but the latter was fitted with a Cosworth developed twin-cam, 16 valve cylinder head which increased power output to a substantial 135kw (182hp). Modified body panels and a rear wing assisted high speed aerodynamics and highly contoured seating was provided for four rather than the usual five passengers. Self levelling hydro-pneumatic rear suspension, optional on other models, was fitted standard to the 16 valve version. The 190E 2.3-16 was campaigned successfully in touring car racing in Europe and also set some high speed endurance records.
1984 saw the addition of the 66kW (90hp) five cylinder diesel 190D-2.5. At around this time wheels increased in size to 6 inches wide and 15 inches diameter. 1986 added the 118kW (158hp) 190E 2.6 with the smooth, new M103 single overhead camshaft, 12 valve engine developed from the M102 for the W124 (in which it was available as a 2.6 and 3 litre). Whilst the W201 was only ever intended to take a four cylinder petrol engine it was found that the M103 could be fitted with a modified radiator fitted further forward. The 2.6 may have given a little away in handling due to the increased weight out front, but it gained smoothness and quietness as well as performance (0-100km/h in around 9 seconds). In the same year a five cylinder turbo-charged diesel 190D 2.5-Turbo was added to the model range. The turbo allowed the excellent fuel economy of the diesel together with good performance (0-100km/h in 11.5 seconds).
In 1988 the 190E 2.3-16 had its displacement increased to 2.5 litres and became the 190E 2.5-16. In 1989 a limited run of 502 left hand drive only units of the 190E 2.5-16 Evolution were produced specifically with motor racing in mind. Many modifications were made both mechanically and cosmetically, all with improved performance on the race track the intention. 1989 also saw a major update to the W201 series, easily identified by the two-tone exterior colour schemes with plastic cladding to the lower body panels. The update included many technical as well as cosmetic changes and addressed a previous criticism of insufficient rear seat leg room. Features previously available optionally became standard fitment.
1989 also made available the Sportline option package. This package targeted the sporting driver with superb road holding, achieved with wider, low profile tyres fitted to 7 inch wide alloy wheels (as used on the 16 valve models), lowered suspension, stiffer anti-roll bars, springs and shock absorbers. A smaller, leather wrapped steering wheel controlled a faster steering box with a more direct ratio. Leather was also used on the gear lever and optionally on the seats. The seats were the same highly contoured items for only four occupants as used in the 16 valve versions. As the owner of a rare 1990 190E 2.3 Sportline with 5 speed manual transmission, I can confirm that this is a truly superb handling package that gives away little in the way of ride comfort.
In 1990, 502 units of the extremely fast 190E 2.5-16 Evolution II were released, again with European touring car racing the prime objective. These left hand drive only cars were identified easily by their radical aerodynic body kit with a huge rear wing. In the same year the injected 190E 1.8 replaced the carburettor fed 190. Despite displacement being reduced to 1.8 litres, power output at 80kW was well in excess of the old 190. By this time, all petrol W201 models had an additional badge on the right hand side of the boot lid to indicate engine size (previously the 2 litre versions did not).
In Australia in 1991, a special edition of the 190E 1.8 was offered with some standard features such as rear head rests deleted to become the 180E at a significantly lower price. This car sold well, unlike the expensive 190E 1.8 and many are available on the used car market today at a surprisingly high price. Whilst they were only half the price of some 190E models when new, they are selling at almost the same price as those more highly equipped 190E models as used cars today. Most versions other than the 180E were highly optioned with features such as electric windows, sunroof, MB-Tex upholstery and metallic paint.
Whilst mentioning the uniquely Australian 180E, I should also speak of W201 model availability in Australia. Relatively few manual transmission 190Es were sold in Australia although a reasonable percentage of 180Es were manuals. A number of early 2 litre versions also had manual transmission but the majority of later cars were automatics. My 190E 2.3 is the only manual 8 valve 2.3 I am aware of here and I have been told it was the only manual Sportline to have been sold here. W201 Sportline sales in Australia apparently amounted to just 15 cars, although in the 18 months I have owned mine I have seen 3 others advertised for sale nationally (one each 2 litre, 2.3 and 2.6) I believe the 2.6 was never available as a manual in Australia. Some models such as the 16 valve versions were never officially sold here but a few examples can be found. Brian Doyle owns the 2.3-16 that featured on the hoist at the technical day and Derek McLachlan who assisted with questions on the same day owns a 2.5-16. Some other W201 models sold in relatively small numbers here. The 2.3 and 2.6 were very expensive new and are more difficult to find. A well optioned 2.6 ran to well over $100,000 in the early 1990s so it is easy to see why the 180E sold well for $45,000 (especially considering the similar 190E 1.8 was over $60,000). The 190D 2.5 are also difficult to find and the 2.5 turbo diesel and 2 litre diesel were not sold here.
By now you may be wondering what the W201 is like to own. Well that will have to wait for a later article when I will discuss what to look for when buying either a W201 or a W124. All I will say at this stage is that I am thoroughly enjoying my manual 2.3 Sportline. Strangely, every W201 I have ever driven has been a manual so I cannot comment on the automatics.
In 1993 the W201 range was replaced by W202 C-Class. In the next issue of Das Rundshreiben I will cover the history of the W124 series which was also discussed on the technical day.
|
