HWA Evo: “Please don’t call it a restomod”

The biggest surprise of HWA’s first self-branded car is that it’s not based on the Mercedes E-Class. HWA is the eponymous company founded by Hans Werner Aufrecht when he sold AMG to Mercedes in 1998. And when most of us think of pre-acquisition road AMGs, memories of the monstrous “Hammer” versions of the W124 probably come to mind. E-class. So wouldn’t there be a clearer place to start?

“No, because the Hammer has never raced,” explains HWA CEO Martin Marx when PH was invited to an exclusive preview of the new car at Affalterbach earlier this week. “We wanted a car from our motorsport history, from our racing DNA, and the 190E Evo is still one of the most successful touring cars of all time.”

That’s why HWA’s very obvious tribute to the 190E Evo II model, which served as the basis for the most successful DTM versions of the little Benz. The Evo II’s place in the pantheon of Merc’s most special models is already secured with values ​​to match. Last year, a barely used example with 3,300 miles on it sold at auction in the States for a staggering $544,000. Which, given that only 502 Evo IIs were produced among the more than 1.9 million 190Es, gives the obvious impetus for the new HWA version. There is no shortage of potential donor cars – there are said to be more than 50,000 still in use in Germany. But the Evo II’s sky-high prices mean HWA is confident of finding a buyer willing to pay €714,000 before tax for its car – which is £725,000 inc VAT at current exchange rates. That’s a price that puts even Prodrive’s P25 Imprezo-mod in the shade.

Still, with all due respect to Scooby, the HWA Evo is a much more serious piece of redesign. Yes, it looks like an Evo II and shares bits of its body with the 190E, but almost every part has been substantially changed. This point was emphasized by the opportunity to see HWA’s “concept demonstrator” parked next to its inspiration at the company’s headquarters in Affalterbach. The new Evo is both significantly wider – 300mm more body width at the rear – but also sits on a noticeably longer wheelbase, with the front axle moved 50mm further forward and the rear 30mm further back. Up close, the bodywork betrays the game, with no bodykit-to-panel joint like the original Mercedes. The exterior of the HWA is essentially all-new and almost entirely made of carbon fiber. The only original metalwork visible from the outside of the car is the C-pillars and side roof rails. The bumpers, fenders, hood, trunk lid, and dual-deck rear fender are all made of carbon.

Even more radical changes were made below the surface. The original 190E shell will be the heart of any HWA Evo, but only the center section is used. The entire front end in front of the bulkhead is replaced with a newly built steel and aluminum structure that is made using the same materials and techniques that HWA uses for the AMG GT race cars it also builds. The rear end has received a similarly serious redesign, with another all-new section having to accommodate what will be a rear-mounted six-speed transaxle transmission with a repositioned position allowing for a perfect 50:50 weight distribution. Double wishbone suspension at each corner replaces the original front struts and multi-link rear axle combination, but with billet-milled wheel carriers and bearings that are apparently the same as those used on Merc’s massively heavy factory armored cars.

It wouldn’t make sense to do all the structural work on both ends of the car without also modernizing the original middle section, which would be done with welded reinforcement. “We want more structural strength, but we don’t want an exposed roll cage in the car,” explains HWA chief technology officer Gordian Von Schöning, “because that would be too distracting.” Bonded carbon fiber panels will also help increase torsional stiffness, as will a fully bonded rear glass (the kind required by HWA to commission custom glass fabrication.) Other mechanical changes include hydraulically assisted rack and pinion steering (the original 190E had a recirculating ball) is powered by a hydraulic pump in the rear transaxle. Brakes will use six-piece Brembo calipers at the front, four-pots at the rear, steel discs as standard and carbon-ceramic as an option. Buyers will also be able to upgrade from passive to active dampers.

The design is the work of Edgar Chua, a Mercedes and Nissan veteran who has already led the styling of many racing cars for HWA. Retaining the character of the original Evo II while accommodating the considerable dimensions and need for improved cooling was a tough challenge, but he seems to have succeeded with the car’s basic shape; is rightly proud of the integration of front and rear wheel arch vents that look functional rather than flashy. HWA put the original Evo II in the wind tunnel and was amazed to find that the rear wing and front splitter create downforce in the road skin – the parts were there only for homologation reasons. However, the new Evo has benefited from computer-enhanced aerodynamics that ensure stability at high speeds. Von Schöning says the numbers aren’t finalised, but the aim is to create around 80kg of net downforce at 125mph.

The details are where the evaluation of any car like the HWA Evo will be more subjective. I liked the concept’s wheels, 19-inch front, 20-inch rear, which look like an enlarged and arched version of the original car’s 17-inch alloys. But I’m not a fan of the new LED headlights or taillights, or the show concept’s black twin grille. But as the owner of a 190E 2.5-16 – yes, it’s still in the garage – I’m far from an unbiased observer. Von Schöning confirms that a chrome grille frame will be offered as an option, and while HWA won’t be selling the car with the Mercedes star, buyers can also choose to add the original “crosshairs” star to the front of the hood.

The concept doesn’t have a finished interior at the moment—hence the tinted glass—but Chu says the plan is to preserve the basic architecture of the original car rather than attempt a radical, ahistorical makeover. HWA says Recaro seats and a digital instrument cluster will be available, although the plan is to offer the option of a rendered version of the original Evo II’s stylish analog clock. It will also come with standard air conditioning, but with a carbon roof panel, meaning it won’t have a sunroof. Unlike the original Evo II, which was exclusively available in blue-black, buyers will have virtually free choice of color, with HWA planning to offer a chance at some schemes inspired by the famous 190E competition cars.

Which brings us to the biggest anachronistic change of all, the arrival of V6 power in the form of the 3.0-litre M276 biturbo engine as used in the previous generation AMG E43. On the face of it, this is the biggest scratch of all, given that the original Evo II’s Cosworth-built 16-valve four-cylinder was always one of its defining features, but also because Mercedes started using only V6 power. long after the 190E went out of production.

“It’s a really great engine, a really great engine,” says Von Schöning, “we had performance targets that meant we couldn’t use another four-cylinder, and the V6 is short enough that it meant we had it up front. configuration before correction. The 60-degree angle means it’s also low, which benefits the center of gravity. Of course we thought about using a V8, but that would be really hard on the front axle – maybe we’d have the same power but more weight.”

Another attraction of the M276 for HWA is the untapped potential of the base engines, which are delivered brand new and then stripped with balanced components before being rebuilt and test-run. The engine has dry sump lubrication, a new intake system and a custom HWA ECU. Unfortunately, the rev limiter doesn’t go all the way up to the original Evo II’s 7,700rpm – apparently the target is just over 7,000rpm. – but it means it tops out at 443bhp as standard and 493bhp with the optional Affalterbach Pack. “But I’ll be honest, these numbers are very conservative,” says Von Schöning. There will also be two different final drive gear ratios, giving a target top speed of either 168 mph or 186 mph. Stability and traction control will also be standard, with drive going to the rear wheels via a limited slip differential.

During my time at Affalterbach, I liked HWA to highlight the extent of the effort invested in this new direction. “Please don’t call it a restomod,” asks CEO Martin Marx, “this is not an old car that we’ve modified, it’s basically a brand new car. I can promise you that we take this project as seriously as everything else we do here.” This in a facility packed with race cars, race engines and many, many trophies from numerous race victories.

HWA sees road cars as an ever-increasing part of its future – the small company allows it to operate in places where larger, less demanding operations like AMG no longer can. In addition to its motorsport activities, HWA is already working on road car projects for other manufacturers, including the design and production of the upcoming De Tomaso P72 hypercar. He also does custom work and one-off events for wealthy clients, some of whom have already requested restorations of original Evo IIs alongside new car orders.

But there will be more limited projects like this, with both Marx and Von Schöning hinting that the next one is likely to be inspired by Hammer. Despite its hefty price tag, the Evo already appears to be a success, with three-quarters of the production limited to 100 now having names against them. If you have three quarters of a million to spare and love the classic DTM from the 90s, don’t wait too long to get your hands on it.