Mercedes-Benz M111 engine

The motor M 111 Mercedes- Benz is a petrol engine with four cylinders in line, four-valve technology and electronically controlled fuel injection and ignition. It was introduced in 1992 E / 220 E as a successor to the M 102 in 200 and replaced from 2002 by the M 271. In the development of high value was placed on the running and pulling power. Compared to its predecessor, fuel consumption combined with higher torque and improved performance could be reduced. A contactless ignition system wear.

Compared to the M 102 M 111 was more compact and could be manufactured on the same equipment as the diesel engines. When demand shifts between gasoline and diesel engines could be responding so quickly. He had as its predecessor, an engine block made ​​of cast iron and a cylinder head made ​​of light metal.

It was the first four-cylinder Mercedes- Benz, which was equipped in large series with 4- valve cylinder head (with M 102 there was the only the relatively rare 190E 2.3 -16- 190E -2.5 -16 Evo II). Two overhead camshafts were driven by a double roller chain and the valves operated by bucket tappets ( hydraulic tappets ). Most variants of the M 111 also had a two-stage phase adjustment of the intake camshaft and knock control. The four-valve technology in combination with the electronic engine management brought in comparison with the M 102 significant consumption reductions and performance improvements. In 1995, 230 was presented with introduction of e a revised model of the M 111 series. In the course of the other engines have been modified. So now also get the 1.8 - liter engine and the 2- liter engine, a fuel injection system that uses the HFM system with hot-film air mass meter since then instead of the P- motor control. Both units will also receive during operation adjustable intake camshafts. This was previously reserved for the 2.2 -liter engine.

There was the M 111 with charging by a Roots blower type Eaton M62, M45 from 2000, with up to 145 kW. As the Roots blower has no internal compression, it can be uncoupled in the partial load range and low resistance run along, so that it consumes no drive performance in most situations. It is only with correspondingly high power requirement - for the driver almost imperceptibly - connected. Then, however, it works with a lower efficiency and more sound than a compressor with internal compression. Since it is rarely enabled, the increased consumption but little. The sound you got carefully tuned damper in the handle. With the C 230 Kompressor, the first representatives of this technology in the M 111 was introduced in 1995 at the IAA. The consumption advantage over a comparably powerful engine without the supercharger was around 25 % at high torque.

M 111 EVO

In 2000, the series has been completely revised, while more than 150 components have been changed. The series was now called M 111 EVO. Some changes / new designs are:

  • Raised generator and loader position to 15 mm
  • Revised crankcase flange for new transmission generation
  • With the turbocharged engines is the Eaton M45 used. He distinguishes clearly reduced loader noise spectrum. Elimination of the compressor clutch ( weight advantage ), the previous engine, the compressor was separated for reasons of noise from the drive at idle
  • Euro 4 emissions standard
  • Changed, now very compact combustion chamber shape
  • Much better cylinder charging
  • Revised piston shape to increase the compression ratio
  • Cracked connecting rods
  • Fixed engine air filter instead of fixed to the bodywork air filter
  • Motor Control by Siemens (ME- SIM4 )
  • Einzelfunkenzündspulen
  • Camshaft position sensor on the cylinder 1 with regard to optimized ignition in cold running and to diagnose the camshaft adjuster function
  • Blechauspuffkrümmer now with air -gap insulation and LSI technology
  • Modified crankcase ventilation double-flow for E 23 ML
  • An underbody catalytic converter with lambda control probe at the catalyst entrance and a diagnostic probe behind catalytic converter output.
  • Quick Start function
  • Significantly shorter period of time to ready the catalyst system
  • Adaptive idle control
  • Flow-optimized intake and exhaust ports with largely oval cross sections
  • Lower wall heat losses
  • So significantly reduced optimization of combustion process and exhaust side coolant flow, thus the thermal load of the exhaust valve
  • Optimization of the injection channel: channel inlet: improved flow coefficient by 5% improvement in torque, power
  • At idle and in small motor loads more smoothness, less cyclical fluctuations
  • Exhaust with phasing (time unequal control of the two valves)
  • Piston position detection for the cylinder 1 for Quick Start
  • Returnless fuel system, new fuel pressure damper
  • Completely new injectors (Siemens)
  • Eaton Compressor M 45 with a new storage technology,
  • New air recirculation flap configuration with E- gas -digit DV -E5 from Bosch with position feedback
  • Neukonstruierter intake tract: There new absorption damper as perforated baffles and chambered plastic, special pulsation dampener, new multi-chamber dampers were used, which reduce the noise
  • All components located below the cylinder crankcase were newly developed
  • Cambered oil pan with increased wall height and ribbed structure
  • Oil baffle
  • Crankcase ventilation system
  • E- heated gas regulator in the control valve by heating duct via supplied cooling water
  • New oil level sensor for the ASSYST service computer
  • Secondary- air removal after HFM instead of loader
  • Single ignition and cylinder-selective adaptive knock control, individual cylinder injection and adaptive lambda control
  • On- board diagnostics (OBD -II): all the emission system components monitored for correct function
  • Cruise control and speed limiter
  • Iridium spark plugs ( 100,000 km on increased service interval)
  • The wheel on the exhaust camshaft, the wheel in the camshaft adjuster, the crankshaft sprocket and track down the oil pump chain on the crankshaft are rubberized for noise insulation
  • Ribs on the crankcase
  • Adjusted and stiffened flange to the new transmission ( NSG)
  • Vibration optimization through decoupling of systems with regard to lesser body - or air-borne sound ( Egas and convection plate )

Data

M 111 975 ( 230K E 23 ML) changes / modifications compared to the suction M 111

  • Reducing the cooling slots between the cylinders from 1.6 to 1.2 mm in order to improve the sealing behavior in the web area.
  • Use a cylinder head gasket with fire ring made ​​of stainless steel.
  • Noise reduction by rib reinforcement of the crankcase.
  • Using custom pistons made of heat- resistant alloy with higher copper and nickel content, as well as reinforcing the piston crowns.
  • Use sodium cooled exhaust valves.
  • Adjusting the loading of the crankcase ventilation system.
  • Use an adjustable intake camshaft during operation.
  • Motor bearings reinforced right.
  • Main oil passage provided with holes for receiving the oil spray nozzles.
  • Cylinder head cover: Lower height in the rear.
  • Piston Cooling: The piston spray nozzles are pressed into connecting bores to the main oil passage.
  • Extended coolant pump for second belt level by 29.5 mm
  • Piston receives a trough. Due to the compressor typically lower compression ratio.
  • Other key figures and camshaft timing.
  • Single suction manifold in double switching execution.
  • Kat adapted to the higher gas throughput.

Use

C -Class (W / S 202)

  • C 180 M 111 E 18 (90 kW) 1993-2000
  • M 111 E 20 EVO (95 kW) 2000-2001
  • M 111 E 20 (100 kW) 1993-2000
  • M 111 E 20 ML (132 kW) 1995-1996
  • M 111 E 20 ML (141 kW) 1996-2000
  • M 111 E 20 ML EVO (120 kW) 2000-2001
  • M 111 E 22 (110 kW) 1993-1996
  • M 111 E 23 (110 kW) 1996-1997
  • M 111 E 23 ML (142 kW) 1995-2000

C -Class (W / S 203)

  • C 180 M 111 E 20 EVO (95 kW) 2000-2002
  • M 111 E 20 ML EVO (120 kW) 2000-2002

C- Class Sports Coupé (CL 203)

  • C 180 M 111 E 20 EVO (95 kW) 2001-2002
  • M 111 E 20 ML EVO (119 kW) 2001-2002
  • M 111 E 23 ML EVO (145 kW) 2001-2002

CLK-Class (C / A 208 )

  • CLK 200 M 111 E 20 (100 kW) 1997-2000
  • M 111 E 20 ML (141 kW) 1997-2000
  • M 111 E 20 ML EVO (120 kW) 2000-2003
  • M 111 E 23 ML (142 kW) 1997-2000
  • M 111 E 23 ML EVO (145 kW) 2000-2003

SLK -Class ( R 170 )

  • SLK 200 M 111 E 20 (100 kW) 1996-2000
  • M 111 E 20 ML (141 kW) 1996-2000
  • M 111 E 20 ML EVO (119 kW) 2000-2004
  • M 111 E 23 ML (142 kW) 1996-2000
  • M 111 E 23 ML EVO (145 kW) 2000-2004

E -Class (W / S / C / A 124 )

  • 200 E M 111 E 20 (100 kW) 1992-1993
  • M 111 E 20 (100 kW) 1993-1997
  • M 111 E 22 (110 kW) 1992-1993
  • M 111 E 22 (110 kW) 1993-1997

E -Class (W / S 210)

  • E 200 M 111 E 20 (100 kW) 1995-2000
  • M 111 E 20 ML (141 kW) 1997-2000
  • M 111 E 20 ML EVO (120 kW) 2000-2003
  • M 111 E 23 (110 kW) 1995-1998

M-Class ( W163 )

  • ML 230 M 111 E 23 (105 kW) 1997-2000

V-Class, Vito (W 638 )

  • V 200, Vito 113 M 111 E 20 (95 kW) 1996-2003
  • M 111 E 23 (105 kW) 1996-2003

Sprinter (W 901-905 )

  • 214 / 314/414 M 111 E 23 (105 kW) 1995-2006

VW LT

  • 2.3 M 111 E 23 (105 kW) 1996-2001

Swell

  • MTZ Issue No.: 2000-2009
  • Kittler, Eberhard: German cars since 1990, engine book publishing house, Stuttgart 2001, ISBN 3-613-02052-1, pp. 106-119
Mercedes-Benz W124 Mercedes-Benz W210 Mercedes-Benz C208
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