Mercedes-Benz M 111 petrol engine

Mercedes Benz
M 111
Manufacturer:	Mercedes Benz
Production period:	1992-2006
Style:	Line four-cylinder
Engines:	1.8 liter (1799 cc)  2.0 liter (1998 cc)  2.2 liter (2199 cc)  2.3 liter (2295 cc)
Previous model:	M 102
Successor:	M 271

The M 111 engine from Mercedes-Benz is a petrol engine with four cylinders in series , four-valve technology and electronically controlled injection and ignition . This was presented in 1992 in the 200 E / 220 E as the successor of the M 102 , and replaced in 2002 by the M 271 . During the development, great emphasis was placed on smoothness and pulling power. Compared to the predecessor, the fuel consumption could be reduced with higher torque and increased power. A contactless ignition system is low-wear.

Compared with the M 102, the M 111 was more compact and could be manufactured on the same facilities as the diesel engines . With demand shifts between gasoline and diesel engines could react faster. He had as its predecessor an engine block from cast iron and a cylinder head made of light metal.

It was the first four-cylinder Mercedes-Benz, which was equipped in mass production with 4-valve cylinder head (M 102, there were only 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 operated the valves via bucket tappets ( hydraulic tappets ). Most variants of the M 111 also had a two-stage intake camshaft phasing and knock control . An electronic engine control led to significant fuel consumption reductions compared to the M 102 and four-valve technology to improve performance. In 1995, with the introduction of the E 230 presented a revised model of the M 111 series. In the course of this, the other engines were modified. Now, the 1.8-liter engine and the 2.0-liter engine also received an injection system, which used the HFM system with hot-film air mass meter instead of the previous P-engine control. Both units also got adjustable intake camshafts during operation. This had previously been reserved for the 2.2-liter engine. 

There was also the M 111 with charging by a Roots blower of the type Eaton M62, from 2000 M45, with up to 145 kW. Since the Roots blower has no internal compression, it can be decoupled in the partial load range and run with low resistance, so that it consumes no drive power in most situations. It is only switched on with a correspondingly high power requirement - almost imperceptible to the driver. But then it works with worse efficiency and more noise than a compressor with internal compression. Since it is rarely switched on, but that increases the consumption but little. The noise has been controlled by carefully tuned dampers. With the C 230 compressor The first representative of this technology was presented in the M 111 in 1995 at the IAA . The fuel consumption advantage over a comparably strong engine without supercharging was around 25% with high torque. 

M 111 EVO

In the year 2000 the series was completely overhauled, whereby over 150 components were changed. The series was now called M 111 EVO . Some changes / new designs are: 

• Generator and loader position raised by 15 mm
• revised crankcase flange for new generation of manual transmissions
• in the turbocharged engines of the Eaton M 45 is used. It distinguishes clearly reduced loader noise spectrum. Elimination of the compressor clutch (weight advantage), in the previous engine, the compressor was idle for noise reasons separated from the drive
• Emission standard Euro 4
• changed, now very compact combustion chamber shape
• significantly improved cylinder filling
• modified piston shape to increase the compression ratio
• Cracked connecting rods
• Engine-proof air filter instead of body-mounted air filter
• Motor control from Siemens (ME-SIM4)
• Einzelfunkenzündspulen
• Camshaft sensor on cylinder 1 with regard to optimized ignition in cold running and for the diagnosis of the camshaft phasing function
• Sheet metal exhaust manifold now with air gap insulation and in LSI technology
• Changed crankcase breather twin-flow for E 23 ML
• An underfloor catalyst with lambda sensor at the catalyst inlet and a diagnostic probe behind the catalyst outlet.
• Quick Start function
• Significantly shortened time until the catalyst system is ready for operation
• adaptive idling control
• flow-optimized inlet and outlet channels with largely oval cross-sections
• lower wall heat losses
• Optimization of combustion process and outlet-side coolant flow, thereby significantly reducing the temperature load on the exhaust valve
• Channel Injection Optimization: Inlet Channel: Flow rate improved by 5%, improvements in torque, performance
• Smooth running, less cyclical fluctuations in the idle range and with small engine loads
• Exhaust camshaft with phasing (unequal timing of the two valves)
• Piston position detection for cylinder 1 for quick start
• non-return fuel system, new fuel pressure damper
• completely new injection valves (Siemens)
• Eaton compressor M 45 with new bearing technology,
• New recirculation damper configuration with E-gas actuator DV-E5 from Bosch with position feedback
• Newly designed intake system: new absorption dampers were used as perforated and chambered plastic damper inserts, special pulsation dampers, new multi-chamber dampers, which lower the noise level
• All components below the cylinder crankcase have been newly developed
• cambered oil sump with increased wall height and ribbed structure
• oil baffle
• Crankcase ventilation system
• E-gas adjuster in the area of ​​the control damper heated by heating channel via supplied cooling water
• New oil level sensor for the maintenance computer ASSYST
• Secondary air injection Air extraction according to HFM instead of loader
• Individual ignition coils and cylinder-selective, adaptive knock control, cylinder-specific injection and adaptive lambda control
• On-board diagnostics (OBD-II): all exhaust-related components are monitored for correct function
• Cruise control and tempo limiter
• Iridium spark plugs (at 100,000 km increased change interval)
• the wheel on the exhaust camshaft, the wheel in the camshaft phaser, the crankshaft sprocket and the track of the oil pump chain on the crankshaft are gummed for noise reduction
• Ribs on the crankcase
• adapted and stiffened flange connection to the new manual transmission (NSG)
• Vibration optimization through decoupling of systems with regard to lower body or airborne sound (Egas and recirculating air control)

M 111.975 (230K E 23 ML) Changes / modifications in comparison to the vacuum cleaner M 111 

• 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 combustion chamber edging made of stainless steel.
• Noise reduction due to rib reinforcement of the crankcase.
• Use of adapted pistons made of heat-resistant alloy with higher copper and nickel content and reinforcement of the piston crowns.
• Use of sodium-cooled exhaust valves.
• Adaptation of the ventilation system of the crankcase.
• Use of an adjustable intake camshaft during operation.
• Reinforced engine mount right.
• Main oil channel provided with holes for receiving the oil spray nozzles.
• Cylinder head cover: Lower height at the rear.
• 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 second belt level
• Piston receives a trough. Due to the compressor typically lower compression ratio.
• Other camshaft characteristics and timing.
• Manifold in double-shift version single-flow.
• Cat. Adjusted to the higher gas flow rate.

Use 

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 E
  • 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

Sprinters ( 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

Technical Data