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.

The first prototypes based on that design were tested later that year, with pilot production beginning in February 1982, following engineering sign-off.

[2] When difficulties prevented Daimler from manufacturing the W201 in Bremen, production began in Sindelfingen at a capacity of just 140,000 units per year.

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.

The intake manifold, camshaft, and fuel injection system were refined in 1984, and the engine produced 122 PS (90 kW; 120 hp).

This was achieved by taking out equipment and also by offsetting import duties with the now discontinued policy of export credits gained through using Australian-made components for the whole Mercedes-Benz range, such as suspension springs and windscreen glass.

The 2.3 LE comes with 15-inch 8-hole alloy wheels, cream beige leather upholstery, burl walnut trim on the entire dash, fully electric front seats, rear headrests, and headlamp wipers with a washing system.

[11] 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.

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.

For the European market, the car delivered up to 204 PS (150 kW; 201 hp) 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 (143 kW; 192 hp).

The gearchange quality was, however, noted as "notchy, balky",[13] criticisms which weren't levelled at the BMW M3 (E30) which shared the same gearbox.

The strictly four-seater interior had standard sport size seats with strong side bolsters for front and rear passengers.

As well as being lower and stiffer, it has quicker dampers, larger anti-roll bars, harder bushings and hydraulic Self-levelling suspension (SLS) on the rear.

In the late 1980s, the 2.5-16 (never released in the United States) raced many times, against the similar BMW M3 and even the turbocharged Ford Sierra RS Cosworth.

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.

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.

The "Evo II" included the AMG PowerPack fitted to the same short-stroke 2,463 cc (2.5 L) inline-four engine as the Evolution, producing a maximum power output of 235 PS (173 kW; 232 hp) at 7,200 rpm and 245 N⋅m (181 lb⋅ft) 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.

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."

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.

[20][21] 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.

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.

The Geneva show car featured two DC permanent magnet motors, one for each rear wheel, with a combined peak power output of 44 HP.

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.

Special recharging stations with solar collectors were also installed on the island to test the concept of EVs in a consistent CO2-neutral manner.