HEAD TO HEAD
Two of our favourite Eighties hot saloons do battle – but which is best?
Alfa Romeo 75 V6
ENGINE 2959cc/V6/DOHC
POWER 188bhp@5800rpm
TORQUE 180lb ft@4000rpm
GEARBOX 5-speed manual
0-60MPH 7.5sec
TOP SPEED 138mph
ECONOMY 18-24mpg
Mercedes-Benz 190E 2.5-16
ENGINE 2498cc/4-cyl/DOHC
POWER 197bhp@6200rpm
TORQUE 176lb ft@4500rpm
GEARBOX 3-speed automatic
0-60MPH 7.2sec
TOP SPEED 144mph
ECONOMY 18-26mpg
Hot hatches stole the headlines in the early Eighties, but it was also decade in which affordable high-performance saloons clawed their way to prominence. Interest in go-faster three-box designs was high but it was a wish to enter the 190E into motorsport that led Mercedes-Benz to ask Cosworth to work on a suitable engine for its compact saloon. Originally envisaged for rallying, the 190E 2.3-16 found its natural home in touring cars instead, starting in 1984. Homologation rules meant a road-going version needed development.
It was launched with quite some fanfare – Mercedes invited a group of F1 legends – both young and old – to a one-off race at the then-new Nürburgring GP circuit. And new boy on the block Ayrton Senna ended up trouncing the lot of them.
Meanwhile, Alfa Romeo briefly forgot its financial struggles to celebrate its 75th birthday in 1985 with the appropriately named 75. It was Alfa’s last offering before Fiat took the Milanese company over, and thus has something of a special place with enthusiasts, especially in V6 form. The 75 offered superb performance and was also packed with retro tech. There was even an onboard computer, which was quite radical for the time. It too was a regular performer on track. Today, both cars tick a lot of boxes, and (especially in the case of the Alfa Romeo) have price tags that still make them relatively attainable as modern classics. But just how well do these hot saloons compare with each other four decades after their sparring Eighties heyday?
Mercedes-Benz 190E 2.5-16
There’s something vaguely demonic about the Mercedes-Benz 190E 2.5-16. Especially in menacing blue-black metallic. Its brooding persona is relieved only by the sparse areas of brightwork on the front grille and the alloys. Clean lined and balanced, it doesn’t want to draw too much attention to what it’s capable of. The bodykit is subtle, only the rear spoiler hints that something a bit more special is going on but, by Eighties standards, it’s very restrained. Later evolutions would sprout bigger wheelarches and massive spoilers, but in its purest and earliest form, the 190E just doesn’t need to show off.
Inside, the sober theme continues. A bank of additional gauges in the centre console is the main pointer to the go-faster Mercedes’ secrets, but apart from them, only the checked seats are a major departure from the usual conservatism. Start the engine and… there’s very little sense of drama. The four-pot whispers away quietly in the background, and even blipping the throttle fails to provoke the sort of raucous response that you feel something tweaked by Cosworth – and with a motorsport pedigree – should have. Where’s the roar, the shriek, the anger?
It’s not immediately apparent when you get underway either. It is extraordinarily smooth for a big-capacity four, feeling like it has at least two more cylinders than there really are. Ride quality is equally silky – the suspension does a masterful job of soaking up knocks before they reach the cabin. The Benz is not floaty in any way, though. To properly exploit the automatic 190E, you need to move the switch by the side of the gear selector from ‘E’ (Economy) to ‘S’ (Sport). And when you do, the car suddenly, and finally, becomes alive, like a sudden injection of adrenaline. Although it’s only the gearbox's programming that's been altered, the whole car feels tighter. There’s a polite pause while kickdown takes a while to think about what it’s being asked to do, but once there, you're catapulted forward on a wave of abundant torque. Sadly it doesn't last long though, and the result is a car that seems to hide its rampant speed from your senses as soon as they pop up.
On corners, the Cosworth-tuned Mercedes feels really unflappable; sure-footed and safe thanks to the big lumps of rubber and its low stance. That means predictable handling – even tight bends hold little fear, although there’s perhaps a hint of understeer if you’re a little too adventurous. But once in tune with the 190E, there’s no need for over-enthusiasm, because the brakes are so responsive they allow you to place the car on the road perfectly. This touring car for the road may have excellent performance, but it’s reigned in within well-engineered parameters for the minimum of drama.
Alfa Romeo 75 V6
In contrast to the Mercdes, the Alfa Romeo makes it patently obvious it’s all about the speed. The body kit is much more pronounced than on the 190E, making it look like a riotous racetrack refugee. There’s no beating around the bush here – this is full-bore Eighties aggression. This car was Alfa Romeo’s 75th birthday present to itself and its fans, and it intended to create something a bit special. The blocky, modular dash matches the exterior lines, but it’s how Alfa has laid things out that really sparks the curiosity. The handbrake is an enormous U-handle that looks like you should use two hands to pull it up. Bizarrely, the electric window switches are up in the roof, the door handles are triggers and the radio is placed right down at the very bottom of the centre console, in front of the gear lever.
From the moment you fire up the V6, it does its best to constantly remind you it’s there. It has a deep, clearly audible growl that pervades the cabin and encourages you to make the most of it. And, unlike on the Mercedes-Benz, toeing the accelerator just makes it sound better still. Already, the Alfa feels like the faster machine, even though the stats don’t bear this out. Its bass-heavy soundtrack gives it an all-action flavour.
Having a manual gearbox helps. The free-revving engine encourages you to hold on to the changes later, just to hear that delicious noise. The 75 also feels more responsive than the 190E, both at your right foot on the throttle and your left arm on the gearlever. Change quality is variable on these cars, but this one's been rebuilt, and is as good as it should be. It can be snicked quickly through the short-throw gate, almost begging you to play with it – a delight when allied to its glorious engine.
The slightest pressure on the throttle urges the Alfa forward. You’d swear it has the better performance of the pair, although the figures say otherwise – probably because it's so vibrant, and telegraphs such a wonderful soundtrack at revs, full and richly timbred. There’s lots of feedback through the steering wheel, broadcasting the road surface like a wasabi-fed cockerel's morning call. The firm ride is jarring over some bumps, but is well damped. The brakes need a hefty prod to give their best. The Alfa can be tricky in the corners – even at moderate speeds, you can feel the rear get a little twitchy, especially in the wet. Make sure you keep your wits about you, at least in the twisty bits.
Intimidating? Maybe, but you'll be grinning from ear to ear after you've tackled a favoured B-road at high speed. Then you'll want – sorry, need – to go back and do it again, and again, and again. The Alfa's a gateway drug to pure petrolhead addiction.
THE DEBATE
DANNY SAYS… ALFA WINS
Astonishing to think it’s 40 years old, but the 75 doesn’t feel it when you get behind the wheel. The noise, the sense of occasion, the passion… all constant emotional companions, along with the imminent sense of danger. That’s why it wins for me.
The 190 is too good. Too normal. I’ve owned two 190s and they were superb at being cars. I used them daily and they served faithfully. I’ve never owned a 75, but boy…
I would love to. Having driven one over many miles on a photoshoot, I became an immediate fanboy. Few fast saloons have ever made me feel less boring. I will never forget driving an Alfa Romeo 75 –it nearly killed me on several occasions -and I want more of it please.
JAMES SAYS… MERCEDES WINS
Yes, that Alfa engine is one of the all-time greats, and while I’m not a fan of the 75’s wonky styling, it makes the 190E look boring. However, I would walk away from the Italian. In fact, I’d run. I just don’t have time for the inevitable hassle. To own, the Merc’s quality shames all other cars –moderns included. From tight shut-lines and the reassuring thud of the door as it closes to the incomparable logic of the cabin layout. And then you floor the throttle and the German goes wild. Its power delivery is effortlessly ferocious, yet it’s unflappable in the bends. There’s Eighties naffness here and that, for me, makes the 2.5-16 one of the best performance cars of the decade.
WANT TO OWN ONE?
MERCEDES Mark Knight, Worcestershire
It is a lovely car to drive, and it’s very involving. I am a big fan of the wolf in sheep’s clothing because, other than the rear spoiler, there’s very little to tell people what this car actually is. Being an auto, you can use it as an ordinary car to potter around in but it’s also very responsive. I always had a thing about the Cosworth because James Hunt did the first UK road test of one and called it the best-handling car in Britain. It’s been a good car to own; they’re pretty bulletproof and have a great reputation for reliability. I bought an ordinary 190E to use as an everyday car. Tips for buying? The single arm wiper mechanism requires greasing, often skipped. Inside, check for lifting door cards, cracked dash and all electrics. Uneven tyre wear suggests the car has been in an accident and not repaired properly. The earlier 2.3-litre cars have a single timing chain, which needs to have been changed every 60,000 to 70,000 miles. Oil changes every 5000 miles are also paramount. The 2.5-litre cars have a more resilient duplex chain.
ALFA Harvey Smith, Gloucestershire
'I’ve owned my Alfa Romeo 75 for two years – I was looking to replace my Sud Sprint and nearly bought a 155, but then I saw an advert for this and there wasn't much looking back. It’s fast and furious, and looks fast even standing still. If you potter around, it’s fine, but it’s when you reach the upper end that it comes alive. You do need to be a bit careful in the rain, though. Buying tips? Check for rust in the usual places. If the control centre inside isn’t working as it should, suspect a faulty transducer. Rear brake calipers can seize, especially on little-used cars, and they’re inboard items too. A light vibration from the transmission at idling can be caused by faulty rubber Hardy discs, which connect the engine to the gearbox. A knocking noise when pulling away points to worn mountings or a bearing on its way out – get someone to see if the rear wheels move forward before the rest of the chassis when pulling away.
AND THE WINNER IS?
‘The Alfa is a flawed gem, but one you’ll love’
The Alfa is the firecracker of the pair, with fingertip-twitching steering feedback, raspy V6 engine note and eye-popping styling. It's a Jack Russell, pulling at the lead, trying to take you into the next bend with a shouty bark. It's certainly got the looks and a reputation for brittle reliability, but most 75s you'll find will have been cared-for. Rare cars now, and prices will only increase as the demand for Eighties cars grows.
The 190E may lack the hardcore immediacy of the Alfa Romeo but its thrills come in its ability to cover vast distances at ICBM-like speeds. It’s bomb-proof and you feel invulnerable to anything that might be thrown at you. The 190E is also the car that's shown most growth in the past few years. The best have sprinted towards more than £20k. The 190E is more in demand now than it was when new – it's a car first, and a fast car second. The Alfa Romeo 75, however, is a flawed gem, and one you'll love. Consequently, in a head versus heart decision, we'll take the 75. It's a modern classic that will really satisfy your driving passion, but thanks to great specialist support and rising demand, it's a car that also stacks up financially.
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