Mercedes-Benz M 111
| Daimler Benz | |
|---|---|
 |
|
| M 111 | |
| Production period: | 1992-2006 |
| Manufacturer: | Daimler Benz |
| Working principle: | Otto |
| Motor design: | R4 |
| Valve control: | DOHC |
| Displacement: | 1799 cm 3 1998 cm 3 2199 cm 3 2295 cm 3 |
| Mixture preparation: | Multi-point manifold injection |
| Engine charging: | Free suction or roots blower |
| Power: | 90-145 kW |
| Previous model: | M 102 |
| Successor: | M 271 |
The M 111 engine from Mercedes-Benz is a gasoline engine with four cylinders in line , four-valve technology and electronically controlled injection and ignition . It was introduced in 1992 in the 200 E / 220 E as the successor to the M 102 , and was replaced by the M 271 in 2002 . During development, great emphasis was placed on smooth running and pulling power. Compared to its predecessor, it has been possible to reduce fuel consumption while increasing torque and power at the same time. A contactless ignition system works with little wear.
Compared to the M 102, the M 111 was more compact and could be manufactured using the same facilities as the diesel engines . In this way, it was possible to react more quickly to shifts in demand between gasoline and diesel engines. Like its predecessor, it had an engine block made of gray cast iron and a cylinder head made of light metal.
It was the first four-cylinder from Mercedes-Benz to be equipped with a 4-valve cylinder head in large-scale production (the M 102 only had the one for the relatively rare 190E-2.3-16 to 190E-2.5-16-Evo II ). Two overhead camshafts were driven by a double roller chain and actuated the valves via bucket tappets ( hydraulic tappets ). Most variants of the M 111 also had a two-stage phase adjustment of the intake camshaft and knock control . Compared to the M 102, an electronic engine control led to a significant reduction in fuel consumption and the four-valve technology to an increase in performance. In 1995, with the introduction of the E 230, a revised model of the M 111 series was presented. In the course of this, the other engines were also modified. Now the 1.8-liter power unit and the 2.0-liter engine also received an injection system that used the HFM system with hot-film air mass meter instead of the previous P-engine control. Both units were also fitted with adjustable intake camshafts during operation. 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. Since the Roots blower has no internal compression, it can be short-circuited at partial load and run with little resistance, so that it uses little drive power in most situations. It is only switched on when there is a correspondingly high performance requirement - almost imperceptibly for the driver. Then it works with less efficiency and more noise than a compressor with internal compression. Since it is only rarely switched on, this increases consumption only slightly. The noise was brought under control by carefully coordinated dampers. The C 230 Supercharger presented at the IAA in 1995 was the first Mercedes with this technology in the M 111. The consumption advantage over an equally powerful engine without supercharging was around 25% with high torque.
M 111 EVO
In 2000 the series was completely revised, with over 150 components changed. The series was now called M 111 EVO . Some changes / redesigns are:
- Generator and charger position raised by 15 mm
- Revised crankcase flange for the new generation of manual transmissions
- The Eaton M 45 is used for the charged engines. It is characterized by a significantly reduced loader noise spectrum. Elimination of the compressor clutch (weight advantage), in the previous engine the compressor was disconnected from the drive when idling for reasons of noise
- Euro 4 emissions standard
- changed, now very compact combustion chamber shape
- significantly improved cylinder filling
- modified piston shape to increase the compression ratio
- cracked connecting rods
- Engine-mounted air filter instead of body-mounted air filter
- Motor control from Siemens (ME-SIM4)
- Single spark ignition coils
- Camshaft sensor on cylinder 1 with regard to optimized ignition in cold running and for diagnosing the camshaft adjuster function
- Sheet metal exhaust manifold now with air gap insulation and in LSI technology
- Changed double-flow crankcase ventilation for E 23 ML
- An underbody catalytic converter with lambda control probe at the catalytic converter inlet and a diagnostic probe behind the catalytic converter outlet.
- Quick start function
- Significantly reduced time until the catalytic converter system is ready for operation
- adaptive idle control
- Flow-optimized inlet and outlet channels with largely oval cross-sections
- lower wall heat losses
- Optimization of the combustion process and the coolant flow on the outlet side, thereby significantly reducing the temperature load on the outlet valve
- Optimization of the port injection: Inlet port: flow index improved by 5%, improvements in torque, power
- In the idle range and with small engine loads, smoother running, fewer cyclical fluctuations
- Exhaust camshaft with phasing (timing of the two valves with different timing)
- Piston position detection for cylinder 1 for quick start
- returnless fuel system, new fuel pressure damper
- completely new injection valves (Siemens)
- Eaton Compressor M 45 with new storage technology,
- New recirculation flap configuration with electronic gas actuator DV-E5 from Bosch with position feedback
- Newly designed intake tract: New absorption dampers were used as perforated and chambered damper inserts made of plastic, special pulsation dampers, new multi-chamber dampers, which reduce the noise level
- all the components below the cylinder crankcase have been redeveloped
- Convex oil pan with increased wall height and ribbed structure
- Oil deflector
- Crankcase ventilation system
- E-gas actuator in the area of the regulating flap heated by a heating duct via supplied cooling water
- New oil level sensor for the ASSYST maintenance computer
- Secondary air injection Air extraction after HFM instead of after the charger
- Individual ignition coils and cylinder-selective, adaptive knock control, cylinder-specific injection and adaptive lambda control
- On-board diagnosis (OBD-II): all components relevant to exhaust emissions are monitored for correct function
- Cruise control and speed limiter
- Iridium spark plugs (change interval increased to 100,000 km)
- the wheel on the exhaust camshaft, the wheel in the camshaft adjuster, the crankshaft wheel and the track of the oil pump chain on the crankshaft are rubberized for noise insulation
- Ribs on the crankcase
- adapted and stiffened flange connection to the new gearbox (NSG)
- Vibration optimization through decoupling of systems with regard to lower structure-borne or air-borne noise (Egas and air circulation actuator)
Data
| Sales description | Engine type | Displacement | Bore × stroke | Power at (1 / min) | Torque at (1 / min) | Charging | construction time |
|---|---|---|---|---|---|---|---|
| 180 | M 111 E 18 | 1.8 l (1799 cm³) | 85.3 x 78.7 mm | 90 kW (122 hp) at 5500 | 170 Nm at 4200 | without | 1993-1997 |
| 170 Nm at 3700 | 1997-2000 | ||||||
| M 111 E 20 EVO | 2.0 l (1998 cm³) | 89.9 x 78.7 mm | 95 kW (129 hp) at 5500 | 185 Nm at 3500 | 2000-2002 | ||
| 200, 113 | M 111 E 20 | 95 kW (129 hp) at 5100 | 186 Nm at 3600 | 1996-2006 | |||
| 200 | 100 kW (136 hp) at 5500 | 190 Nm at 4000 | 1992-1997 | ||||
| 190 Nm at 3700 | 1997-2000 | ||||||
| 200 compressor | M 111 E 20 ML | 132 kW (180 PS) at 5400 | 250 Nm at 2500-4800 | compressor | 1995-1996 | ||
| 137 kW (186 hp) at 5400 | 270 Nm at 2500-4800 | 1996-2000 | |||||
| M 111 E 20 ML EVO | 120 kW (163 hp) at 5300 | 230 Nm at 2500-4800 | 2000-2004 | ||||
| 220 | M 111 E 22 | 2.2 l (2199 cm³) | 89.9 x 86.6 mm | 110 kW (150 PS) at 5500 | 210 Nm at 4000 | without | 1992-1996 |
| 230, 114, 214, 314, 414, 2.3 | M 111 E 23 | 2.3 l (2295 cm³) | 90.9 x 88.4 mm | 105 kW (143 hp) at 5000 | 210 Nm at 4000 | 1996-1999 | |
| 215 Nm at 3500 | 1999-2006 | ||||||
| 230 | 110 kW (150 PS) at 5400 | 220 Nm at 3700 | 1995-1997 | ||||
| 220 Nm at 3800 | 1997-2000 | ||||||
| 230 compressor | M 111 E 23 ML | 142 kW (193 hp) at 5300 | 280 Nm at 2500-4800 | compressor | 1995-2000 | ||
| M 111 E 23 ML EVO | 144 kW (197 hp) at 5500 | 280 Nm at 2500-5000 | 2000-2004 |
M 111.975 (230K E 23 ML) Changes / modifications compared to the M 111 vacuum cleaner
- Reduction of the cooling slots between the cylinders from 1.6 to 1.2 mm to improve the sealing behavior in the web area.
- Use of a cylinder head gasket with a stainless steel combustion chamber surround.
- Noise reduction through reinforcement of the crankcase ribs.
- Use of adapted pistons made of heat-resistant alloy with a higher copper and nickel content and reinforcement of the piston crowns.
- Use of sodium-cooled outlet valves.
- Adaptation of the ventilation system of the crankcase.
- Use of an inlet camshaft that can be adjusted during operation.
- Reinforced engine mount on the right.
- Provide the main oil channel with bores to accommodate the oil spray nozzles.
- Cylinder head cover: Lower height in the rear area.
- Piston cooling: The piston spray nozzles are pressed into connection bores to the main oil channel.
- Coolant pump extended by 29.5 mm due to the second belt level
- Piston receives a hollow. Due to the lower compression ratio typical of the compressor.
- Other camshaft key figures and timing.
- Single-flow elbow in double switch design.
- Cat. Adapted to the higher gas throughput.
commitment
C-class ( W / S 202 )
- C 180
- M 111 E 18 (90 kW) 1993-2000
- C 180 (only as T-model)
- M 111 E 20 EVO (95 kW) 2000–2001
- C 200
- M 111 E 20 (100 kW) 1993-2000
- C 200 compressor (not available in Germany)
- M 111 E 20 ML (132 kW) 1995–1996
- C 200 compressor (not available in Germany)
- M 111 E 20 ML (141 kW) 1996-2000
- C 200 compressor (only as T-model)
- M 111 E 20 ML EVO (120 kW) 2000–2001
- C 220
- M 111 E 22 (110 kW) 1993–1996
- C 230
- M 111 E 23 (110 kW) 1996–1997
- C 230 compressor
- 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
- C 200 compressor
- 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
- C 200 compressor
- M 111 E 20 ML EVO (119 kW) 2001–2002
- C 230 compressor
- 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
- CLK 200 compressor (not available in Germany)
- M 111 E 20 ML (141 kW) 1997-2000
- CLK 200 compressor
- M 111 E 20 ML EVO (120 kW) 2000–2003
- CLK 230 compressor
- M 111 E 23 ML (142 kW) 1997-2000
- CLK 230 compressor
- M 111 E 23 ML EVO (145 kW) 2000–2003
SLK class ( R 170 )
- SLK 200
- M 111 E 20 (100 kW) 1996-2000
- SLK 200 compressor (not available in Germany)
- M 111 E 20 ML (141 kW) 1996-2000
- SLK 200 compressor
- M 111 E 20 ML EVO (119 kW) 2000-2004
- SLK 230 compressor
- M 111 E 23 ML (142 kW) 1996-2000
- SLK 230 compressor
- M 111 E 23 ML EVO (145 kW) 2000-2004
E-class ( W / S / C / A 124 )
- 200 U
- M 111 E 20 (100 kW) 1992-1993
- E 200
- M 111 E 20 (100 kW) 1993–1997
- 220 E
- M 111 E 22 (110 kW) 1992–1993
- E 220
- M 111 E 22 (110 kW) 1993–1997
E-class ( W / S 210 )
- E 200
- M 111 E 20 (100 kW) 1995-2000
- E 200 compressor (not available in Germany)
- M 111 E 20 ML (141 kW) 1997-2000
- E 200 compressor
- M 111 E 20 ML EVO (120 kW) 2000–2003
- E 230
- 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
- V 230, Vito 114
- M 111 E 23 (105 kW) 1996-2003
Sprinter ( W 901–905 )
- 214/314/414
- M 111 E 23 (105 kW) 1995-2006
- 2.3
- M 111 E 23 (105 kW) 1996-2001
swell
- MTZ . Issue no .: 2000–2009.
- Eberhard Kittler: German cars since 1990 . Motorbuch Verlag, Stuttgart 2001, ISBN 3-613-02052-1 , pp. 106-119.
Individual evidence
- ↑ Archived copy ( Memento of the original dated December 10, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ http://media.daimler.com/dcmedia/0-921-865331-49-828223-1-0-0-828229-0-0-11702-614318-0-1-0-0-0-0 -0.html ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ↑ Archived copy ( memento of the original dated January 2, 2010 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ http://www.atzonline.de/Artikel/3/192/Technischer-Fortstieg-durch-Evolution-Neue-Vierylinder-Ottomotoren-von-Mercedes-Benz-auf-Basis-des-ervielhaben-M111-%282% 29.html ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ↑ Differences between M111 (193PS) and M111 Evolution (197PS) . In: MOTOR-TALK.de . ( motor-talk.de [accessed on April 28, 2018]).
- ↑ http://www.ultimatespecs.com/?option=4&brand=13&model=481&car=2378
- ↑ http://www.ultimatespecs.com/?option=4&brand=13&model=481&car=2361
- ↑ http://www.ultimatespecs.com/?option=4&brand=13&model=355&car=2447
- ↑ http://www.ultimatespecs.com/?option=4&brand=13&model=481&car=2369
- ↑ http://www.ultimatespecs.com/?option=4&brand=13&model=481&car=2360
- ↑ http://www.autoevolution.com/engine/mercedes-benz-e-klasse-w210-1995-200-kompressor.html
- ↑ http://www.ultimatespecs.com/?option=4&brand=13&model=487&car=2484
- ↑ http://www.ultimatespecs.com/?option=4&brand=13&model=481&car=2368
- ↑ http://www.ultimatespecs.com/?option=4&brand=13&model=497&car=2812
- ↑ http://www.ultimatespecs.com/?option=4&brand=13&model=497&car=2810
- ↑ http://www.ultimatespecs.com/?option=4&brand=13&model=489&car=2508
- ↑ http://www.ultimatespecs.com/?option=4&brand=13&model=492&car=2667
- ↑ http://www.ultimatespecs.com/?option=4&brand=13&model=481&car=2366
- ↑ http://www.ultimatespecs.com/?option=4&brand=13&model=488&car=2488
