Mercedes cars are famous for their powerful and reliable engines. Many car owners have already seen this. But the German manufacturer produces a variety of motors. Some are more economical, others are more powerful. Among the most optimal is the M111 engine. What kind of motor is this and what characteristics does it have? Let's take a look at our today's article.
Description
The Mercedes 111 engine is an in-line four-cylinder gasoline engine. It first appeared in 1992 and replaced the old M102. It must be said that the new Mercedes 111 engine was developed from scratch, and did not become a modified version of the previous one. So, the motor received a compact cast-iron block, another crankshaft and a connecting rod and piston group. The block head became 16-valve. Also, the engine is distinguished by electronic injection and hydraulic lifters. The diameter of the exhaust and intake valves is 31 and 35 millimeters, respectively.
The engine was not only atmospheric - there were also compressor modifications. An Eaton M62 compressor was used as a supercharger.
The drive of the gas distribution mechanism of the Mercedes 111 motor is chain. Chain resource - 250 thousand kilometers. For comparison, the old M102 engine needed a chain replacement every 120,000. The engine management system is Bosch ME 2.1.
Modernization
8 years after the release, the motor received an upgrade. So, in the unit, pistons and connecting rods were replaced for an increased compression ratio. The cylinder block received additional stiffeners. The head of the block has also been improved. It has modified channels and a combustion chamber. Also, individual ignition coils appeared on the internal combustion engine. The injectors and spark plugs have been replaced. The unit has become more environmentally friendly. There was an electronic throttle valve. On the compressor motors, the supercharger was replaced with an Eaton M45. The control system has also been replaced. Instead of "Boshevsky", an electronic unit "Siemens" was installed.
Specifications
So, the M111 engine is an in-line four with injection and a 16-valve head. The cylinder diameter is 89.9 millimeters. The piston stroke is 78.7 millimeters. The compression ratio of the unit is from 8.5 to 10.6. The working volume of the unit is 1998 cubic centimeters. The maximum power, depending on the modification, is from 129 to 192 horsepower. Torque - from 185 to 250 Nm. The engine is designed for 95th gasoline. Conforms to the Euro-3 environmental standard. After modernization, the unit began to comply with Euro-4 requirements.
What are the dynamic characteristics of this motor? On average, a Mercedes with this engine accelerated in 10.6 seconds. The maximum speed is 210 kilometers per hour. The best dynamic characteristics were in cars on mechanics. But basically, the M111 was equipped with a four-speed automatic. As for fuel consumption, it ranged from 7 to 14 liters, depending on the operating conditions (highway and city, respectively). On the machine consumption was always more.
What cars did you install it on?
Basically, this motor was installed on C-class cars. These are Mercedes in the 202nd and 203rd body. Also, the unit can be found on CLK cars (only compressor units were installed here). In addition, the Mercedes 111 engine was installed on business class models. These are the late 124th bodies and the 210th Mercedes. In rare cases, such a motor can be found on the Vito minibus. It was not installed on other cars of this brand.
Disadvantages and problems of the motor
Among the popular problems, reviews note oil leakage. The reason for this is increased wear on the head gasket. The problem is solved by replacing the sealing element. The next problem is the loss of power and increased fuel consumption. This phenomenon occurs due to a malfunction. Its resource is about 100 thousand kilometers.
Among the "childhood diseases" the owners note the increased noise of work. This shortcoming cannot be eliminated. Also, the engine requires frequent replacement of spark plugs. Their resource is about 20 thousand kilometers. The water pump serves about 100 thousand. On a run of over 200, the owner may encounter such a phenomenon as cracks in the exhaust manifold. Otherwise, the engine is very reliable and does not cause problems for the owner.
Service
This unit needs an oil change every 10 thousand kilometers. In case of extreme operation (frequent traffic jams, high loads), the oil needs to be changed every 7 thousand. You need to use high-quality synthetics. Viscosity can be different - from 0W-30 to 15W-40.
Refueling volume - 5.5 liters on engines before modernization and 7 on internal combustion engines after modernization in 2000. Antifreeze should be replaced every 5 years, or every 150 thousand kilometers. Group G12 coolant is suitable here.
tuning
Very often, a compressor is installed on atmospheric units. Thus, you can increase the power without losing a resource. If you perform the firmware, you can increase the power to 210 horsepower. Another common tuning option is to replace the exhaust with a sports one. Thus, you can increase the power by another 5 percent.
But experts do not advise installing a turbine. In this case, you need to modify another half of the motor. And how this will affect the resource, no one can predict.
Summing up
So, now we know what the Mercedes 111 engine is. This engine has a high resource and is not demanding to maintain. If you are wondering what good engine you can take, it is definitely worth considering buying the M111. This unit does not have complex injection systems or variable valve timing technologies. Therefore, the Mercedes 111 engine is one of the most reliable in the line.
The atmospheric power unit, which in later versions was also equipped with a compressor, was released to replace its outdated predecessors. The in-line four-cylinder engine was equipped with 16 valves. There were two atmospheric engines of this series: a 2-liter with a capacity of 136 liters. With. and a 2.2-liter with 150 hp. With. All versions were compressor, including E18 and E23.
Differences M111 E20
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The first of a series of motors. It was produced for a long time, well known to the owners of the Mercedes C-class. In general, a very efficient and reliable unit, although it has some problems.
From the very beginning of production, it was equipped with a full-fledged injector. Until it was replaced by the more advanced M271, the 2-liter M111 remained the best in class.
- The cylinder block was redesigned - it also remained cast-iron, but with a new crankshaft and ShPG.
- M111 engine cylinder head with two DOHC camshafts and 16 valves that do not require manual clearance adjustment.
- Fuel injection and other important functions are controlled by the Bosch ME1 electronic unit.
- The timing chain is very reliable, runs more than 250 thousand km.
In 2000, the atmospheric modification was restyled. The ShPG was replaced, which was prepared for increased compression. The BC was strengthened by adding stiffeners. The cylinder head was finalized by changing the combustion chambers and channels, as well as the ignition coils. The transformations also affected the fuel system, which received new nozzles, other candles and an electronic throttle. The Bosch ME 2.1 was replaced by a control unit from Siemens. The environmental friendliness of the new unit has increased to the level of Euro 4.
The turbocharged (compressor) analog was first used by the Eaton M62 compressor. The turbo engine also underwent modernization at the beginning of the new millennium. Instead of the Eaton M62, a more advanced Eaton M45 compressor was installed. Up to a hundred other changes were also made.
| Name | Characteristics |
| Manufacturer | |
| Motor brand | M111 E20/E20 ML |
| engine's type | Injector |
| Volume | 2.0 liters (1998 cc) |
| Power | 136-192 hp |
| Cylinder diameter | 89.9 |
| Number of cylinders | 4 |
| Number of valves | 16 |
| Compression ratio | 8.5-10.6 |
| Fuel consumption | 9.7 liters for every 100 km in mixed mode |
| Engine oil | |
| Resource | 300+ thousand km |
The M111 E20 engine was produced in various modifications.
| M111.940 (1992 - 1998) | The first version with 136 hp. at 5500 rpm, torque 190 Nm at 4000 rpm, compression ratio 10.4, PMS injection. Installed on Mercedes-Benz E200 W124/W210, C200 W202. |
| M111.941 (1994 - 2000 onwards) | Analog M111.940 with Bosch Motronic. Installed on Mercedes-Benz C200 W202. |
| M111.942 (1995 - 2000 onwards) | Analog M111.940 with HFM injection. Was put on the Mercedes-Benz E200 W210. |
| M111.943 (1996 - 2000 onwards) | Version M111.940 with Eaton M62 compressor, pressure up to 0.5 bar, compression ratio reduced to 8.5, power 192 hp. at 5300 rpm, torque 270 Nm at 2500 rpm. Installed on Mercedes-Benz SLK 200 Kompressor R170. |
| M111.944 (1996 - 2000 onwards) | Version M111.943 for Mercedes-Benz CLK 200 Kompressor C208 and C 200 Kompressor W202. |
| M111.945 (1994 - 2002 onwards) | Version M111.942 for Mercedes-Benz CLK 200 C208 and C 200 W202. |
| M111.946 (1996 - 2000 onwards) | Version M111.945 for Mercedes-Benz SLK 200 R170. |
| M111.947 (1997 - 2002 onwards) | Compressor modification with a capacity of 186 hp. at 5300 rpm, torque 260 Nm at 2500 rpm, compression ratio 8.5. Installed on Mercedes-Benz E200 Kompressor W210. |
| M111.948 (1995 - 2000 onwards) | Atmospheric version for Mercedes-Benz V 200 W638 with Siemens PMS injection, compression ratio reduced to 9.6, power 129 hp. at 5100 rpm, torque 186 Nm at 3600 rpm. |
| M111.950 (1995 - 2000 onwards) | Analog M111.948 with HFM injection. |
| M111.951 (2000 - 2002 onwards) | Restyled EVO engine, compression ratio 10.6, power 129 hp. at 5500 rpm, torque 190 Nm at 4000 rpm. The engine was intended for the Mercedes-Benz C 180 W203. |
| M111.955 (2000 - 2002 onwards) | Compressor analog M111.951, supercharger Eaton M45, pressure 0.37 bar, compression ratio 9.5, power 163 hp. at 5300 rpm, torque 230 Nm at 2500 rpm. The engine was intended for Mercedes-Benz C 200 Kompressor W203, CLK 200 Kompressor C208 and E 200 Kompressor W210. |
Differences M111 2.3 liters
The oldest member of the family, born in 1995. He replaced the already outdated M102 with the same cylinder capacity. The new unit has acquired a compact cast iron BC, but with a larger cylinder diameter than the E20.
The rest of the motors are similar. The same cylinder head, the same hydraulic lifters and Bosch 2.1 electric injection. Simultaneously with the atmospheric version, a turbo version was produced using the Eaton M62 compressor.
Like all representatives of the series, the M111 E23 is restyled in 2000. Now the motor complies with the new Euro standards, instead of the powerful Eaton M62 compressor, the Eaton M45 is installed. Bosch ME 2.1 replaced by Siemens ME-SIM4.
| Production | Stuttgart-Unterturkheim Plant |
| Engine brand | M111 |
| Release years | 1995-present |
| Block material | cast iron |
| Supply system | injector |
| Type | in-line |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 88.4 |
| Cylinder diameter, mm | 90.9 |
| Compression ratio | 8.8-10.4 |
| Engine volume, cc | 2295 |
| 143-150/5000-5400; 193-197/5300-5500 (turbo) | |
| Torque, Nm/rpm | 210-220/3500-4000; 280/2500 (turbo) |
| Fuel | 95 |
| Environmental regulations | Euro 3/ Euro 4 |
| Fuel consumption, l/100 km (for C230 Kompressor W202) | 10.0 (city), 6.4 (highway), 8.3 (combined) |
| Oil consumption, g/1000 km | up to 1000 |
| Engine oil | 0W-30, 0W-40, 5W-30, 5W-40, 10W-40, 15W-40 |
| How much oil is in the engine, l | 5.5; 7.5 (M111.978); 8.9 (M111.979) |
| When replacing pour, l | ~5.0, ~7.0, ~8.5 |
| Oil change is carried out, km | 7000-10000 |
| ~90 | |
| Engine resource, thousand km | 300+ |
| The engine was installed | Mercedes-Benz C-Class 230, Mercedes-Benz CLK-Class 230, Mercedes-Benz E-Class 230, Mercedes-Benz M-Class / GLE-Class 230, Mercedes-Benz SLK-Class / SLC-Class, Mercedes-Benz Sprinter, Mercedes-Benz Vito/Viano/V-Class; SsangYong Kyron, SsangYong Musso, SsangYong RextonVolkswagen LT Gen.2 |
M111 E23 came out in several modifications.
| M111.970 (1995 - 2005) | The first version with 150 hp. at 5400 rpm, torque 220 Nm at 3700 rpm, compression ratio 10.4, HFM injection. Installed on Mercedes-Benz E230 W210 and SsangYong Musso. |
| M111.973 (1996 - 2000 onwards) | Compressor version with Eaton M62 supercharger, compression ratio 8.8, power 193 hp. at 5300 rpm, torque 280 Nm at 2500 rpm. . Installed on Mercedes-Benz SLK 230 Kompressor R170. |
| M111.974 (1994 - present) | Analog M111.970 for Mercedes-Benz C230 W202 and SsangYong Kyron, Rexton. |
| M111.975 (1996 - 2000 onwards) | Analog М111.973 for Mercedes-Benz CLK 230 Kompressor C208. |
| M111.977 (1998 - 2000 onwards) | Version for Mercedes-Benz ML 230 W163. |
| M111.978 (1995 - 2003) | Version for Mercedes-Benz V 230 W638, compression ratio reduced to 8.8, PMS injection, power 143 hp at 5000 rpm, torque 215 Nm at 3500 rpm. |
| M111.979 (1995 - 2006) | Analog M111.978 for Mercedes-Benz Sprinter W901-905. |
| M111.980 (1995 - 2003) | Analog M111.978 with HFM injection for Mercedes-Benz V 230 W638 |
| M111.981 (2001 - 2002 onwards) | Compressor version with Eaton M45 supercharger, compression ratio 9, power 197 hp. at 5500 rpm, torque 280 Nm at 2500 rpm. Installed on Mercedes-Benz E 230 Kompressor W210, SLK 230 Kompressor R170. |
| M111.984 (1995 - 2006) | Analog M111.979 with HFM injection for Mercedes-Benz Sprinter and Volkswagen LT. |
The production of this engine was discontinued in 2006, when it was replaced by the compressor M271 E18.
Features of the M111 E18 engine
The younger version of the in-line four of the M111 family. The motor debuted in 1993, replacing the outdated M102 with the same cylinder capacity. The new unit is almost entirely similar to the 2-liter version of the M111. In total, two modifications were produced: 920 and 921. The control unit was installed from Bosch: fuel injection was controlled by PMS or HFM.
| Production | Stuttgart-Unterturkheim Plant |
| Engine brand | M111 |
| Release years | 1993-2000 |
| Block material | cast iron |
| Supply system | injector |
| Type | in-line |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 78.7 |
| Cylinder diameter, mm | 85.3 |
| Compression ratio | 9.8 |
| Engine volume, cc | 1799 |
| Engine power, hp / rpm | 122/5500 |
| Torque, Nm/rpm | 170/3700 |
| Fuel | 95 |
| Environmental regulations | Euro 3 |
| Fuel consumption, l/100 km (for С180 W202) | 12.7 (city), 7.2 (highway), 8.5 (combined) |
| Oil consumption, g/1000 km | up to 1000 |
| Engine oil | 0W-30, 0W-40, 5W-30, 5W-40, 10W-40, 15W-40 |
| How much oil is in the engine, l | 5.5 |
| When replacing pour, l | ~5.0 |
| Oil change is carried out, km | 7000-10000 |
| Operating temperature of the engine, hail. | ~90 |
| Engine resource, thousand km | 300+ |
| The engine was installed | Mercedes-Benz C-Class 180 |
The production of this motor was discontinued in 2000. The M271 soon took its place.
Maintenance is no different from servicing standard motors of this class. It must be carried out at intervals of 10-15 thousand km.
Typical malfunctions
A number of design features of the M111 series motors contributed to the appearance of characteristic problems.
- The valve stem seals on the old motor wore out quickly, which led to oil consumption.
- The design inaccuracy of the air flow meter led to a loss of engine power and agility.
- One of the motor mounts wore out, and then strong vibrations began.
Advantages and disadvantages
The high reliability of the M111 series engines has been proven in practice. Quite a few cars still continue to drive with these engines, although they are structurally outdated. But they do not cause any obvious problems to their owners.
So, here are the advantages of the M111.
- The timing chain drive turned out to be good, capable of serving its entire operational life. Especially the chain from the restyled version, installed on a qualitatively modified gas distribution mechanism.
- The M111 engine uses little fuel and pulls well at the same time.
- Maintenance of this motor is inexpensive, the main thing is to fill in fresh oil in a timely manner. It is advisable to do this at around 7 thousand kilometers.
And here are the cons.
- 20-year-old units, like it or not, will require regular trips to the service station.
- Oil leaks due to weak seals and gaskets. This problem is common to almost all M series engines.
- Due to damage to the air flow meter, an increase in gasoline consumption and a decrease in traction are possible.
- The engine is noisy compared to competitors.
- The PMS type injector is extremely sensitive to humid climates and does not tolerate temperature fluctuations.
Best of all, 2-liter versions were bought, developing 136 hp. With.
| Mammoth | Spread a report on cleaning the crankcase ventilation nozzles at partial loads. Unfortunately, this problem affects not only the 111955 (M 111 Evo) engines, as was previously believed, but also the more common 111.975 (M 111 E23 ML) engines, which have the commercial designation "230 compressor". That is, the problem in one way or another concerns all 111 compressor motors. Fortunately, there are no special problems with its solution, unless you have time to completely ruin the flow meter. So, the main prerequisite for the actions described below is oiling the flowmeter. Code P 200B (004) "B2/5 (Hot film mass air flow sensor), Plausibility error Mass air flow sensor/Throttle valve" is stored in the ME control unit. ) Spare parts required for repair: - Intake manifold gasket A 111 141 12 80 - 2 pcs. There are Elring, Goetze and Reinz to choose from. - Check valve for ventilation system A 111 010 00 91. - Upper connection for ventilation system A 002 094 01 82 (cut into 2 equal parts during installation). - Lower ventilation pipe A 111 018 15 82 - Fuel rail filter A 000 074 60 86 The intake manifold must be removed to access the injectors. the least expensive and easiest option - without removing the fuel rail and the need to replace the injector o-rings. Of course, if you want to separate the fuel rail from the intake manifold, the injector O-rings will need to be replaced with new ones! BOSCH numbers: 1 280 210 711 or 1 280 210 752, 4 pcs required. First, you need to remove the front decorative plastic cover from the end of the cylinder head and disconnect all electrical connectors and vacuum lines. |
| AGrishin | Please tell me, is the exhaust manifold on the M111 compressor simple, without miracles inside? If a replacement is needed, are there any "pitfalls"? And the second question: how much does a compressor repair cost on average (parts + labor)? |
| Macho | the compressor comes as a whole assembly, it is easier to buy it at a disassembly than to repair it. Pairs are not sold separately. |
| AGrishin | It seems that the Doctor read somewhere that it is being repaired ... maybe I'm wrong ... But to buy at a disassembly - how can you diagnose it? |
| DizMaz | Not well, itons are kind of repairable. I don’t know how compressor wear affects the boost, but first of all, a worn compressor starts knocking) |
| AGrishin | I understand that the bearings are broken, because of which the compressor starts to make noise? Isn't it better to repair (if not killed in the trash, of course) than to buy a used lottery? |
| DizMaz | Yes, the shafts apparently start knocking against each other, and if they don’t break, then you can put new bearings (it seems like it’s necessary to press them out), as well as all the gaskets, etc., xs, how are things going with getting these bearings, like somewhere |
| Marlboro | Carried out the described procedure on 111.955 - the nozzles were littered with horror. The lower crankcase ventilation hoses really need to be replaced with new ones - the old ones dried up and stupidly broke off when removed, but I washed the valve with a carb cleaner .. now I think, was it not in vain that I saved on it? Yes, and let it go, I think after 30 thousand runs I will repeat this operation ... |
To replace the technically obsolete M102 in 1992, the Germans began producing a completely new M111 gasoline engine. Much attention was paid to fuel injection and ignition systems, now they had electronic control. Compared to its predecessor, the engine has become more compact, but the block is also made of cast iron, and the head is made of light alloy metal.
Main innovations and advantages of the power unit
According to the reviews of the owners, we can say for sure that * 111 Mercedes engine * is one of the most reliable and successful, as evidenced by the operational time. This unit uses the following engineering solutions:
- hydraulic pushers;
- 4-valve mechanism of the cylinder head;
- electronic fuel injection control;
- two camshafts.
The technology of using 4 valves in conjunction with electronic control has significantly reduced fuel consumption, but at the same time increased engine performance.
HFM - injection and ignition system for the Mercedes 111 series engine
Three years later, in 1995, for the 230 E series, the design of the power plant was improved. The main improvement was the creation of the HFM system, the essence of which is to control the unit with a hot film air mass meter. Its electronic unit contains the following functions:
- ignition;
- injection;
- idling stabilization;
- electronic gas pedal;
- anti-theft system;
- fault memory.
The injection is carried out through electromagnetic nozzles, which are supplied with a certain dose of the combustible mixture. Its quantity is determined by a number of parameters:
- throttle position;
- the number of revolutions of the crankshaft;
- intake air temperature;
- coolant temperature;
- air mass.
The high voltage distribution in the ignition system takes place without any moving parts - directly from the HFM unit to the ignition coils. In this case, two candles work from one coil. The design of the *111th Mercedes engine* is so well thought out that even if the hot-film air mass meter fails, the system continues to work, generating a replacement signal depending on the speed and position of the damper.
Power plant modifications
The unit was carried out in various variations in terms of power and volume. Widely known and still popular are the modernized copies of the Mercedes motor:
- M 111 with Roots supercharger;
- M 111 EVO.
The mechanical pressurization system using the Roots brothers rotary pump allowed for a 25% increase in torque. Cars that were equipped with two types of superchargers - Eaton M62 and M45, received the prefix "Kompressor". The difference between them was that the first version of the pump worked intermittently and was connected using an electromagnetic clutch, while the second version functioned constantly in the system.
As you know, the Germans are constantly progressing in the technical field. At the turn of the century, the engine underwent a major overhaul, receiving the prefix EVO (Evolution). More than 150 structural components have been changed, among them:
- the cylinder block is equipped with stiffeners to reduce noise and vibration;
- abandonment of the electromagnetic clutch and the use of the Eaton M45 pump;
- in order to increase the compression ratio, the design of the piston shape has been changed;
- each candle received an ignition coil;
- lack of backflow and new Siemens injectors;
- new intake manifold design with damping system;
- installed on-board diagnostics OBD-II;
- rubber coated chain drive sprockets.
The advance angle in the * M 111 engine, Mercedes engineers * decided to form an electronic system for each cylinder separately. An important role is played by the detonation prevention circuit, which acts adaptively. Iridium spark plugs guarantee trouble-free operation over 100,000 km.
Which Mercedes-Benz cars were equipped with the M111 engine
Depending on the configuration, this power plant was installed on the following series:
- C-Class - W/S 202;
- C-Class - W/S 203;
- C-Class Sportcoupe (CL 203);
- CLK-Class - C/A 208;
- SLK-Class - R 170;
- E-Class - W/S /C/A 124;
- E-Class - W/S 210;
- M-Class - W163;
- V-Class, Vito - W 638;
- Sprinter - W 901-905;
- VW LT.
Among domestic motorists, the family of 111 engines has earned only positive reviews due to its reliability and high maintainability. Even at the present time, it looks quite fresh and technically perfect. Starting in 2002, the Stuttgarters launched the next generation of power units, the M 271, which already used an aluminum cylinder block.
Engine Mercedes-Benz M111 E23 / E23 ML
Characteristics of the M111 engine
| Production | Stuttgart-Unterturkheim Plant |
| Engine brand | M111 |
| Release years | 1995-present |
| Block material | cast iron |
| Supply system | injector |
| Type | in-line |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 88.4 |
| Cylinder diameter, mm | 90.9 |
| Compression ratio | 8.8 10.4 (see modifications) |
| Engine volume, cc | 2295 |
| Engine power, hp / rpm | 143-150/5000-5400 193-197/5300-5500 (Compressor) (see modifications) |
| Torque, Nm/rpm | 210-220/3500-4000 280/2500 (Compressor) (see modifications) |
| Fuel | 95 |
| Environmental regulations | Euro 3 Euro 4 (since 2000) |
| Engine weight, kg | - |
| Fuel consumption, l/100 km (for C230 Kompressor W202) - city - track - mixed. |
10.0 6.4 8.3 |
| Oil consumption, g/1000 km | up to 1000 |
| Engine oil | 0W-30 0W-40 5W-30 5W-40 10W-40 15W-40 |
| How much oil is in the engine, l | 5.5 7.5 (M111.978) 8.9 (M111.979) |
| When replacing pour, l | ~5.0 ~7.0 ~8.5 |
| Oil change is carried out, km | 7000-10000 |
| Operating temperature of the engine, hail. | ~90 |
| Engine resource, thousand km - according to the plant - on practice |
- 300+ |
| Tuning, HP - potential - no loss of resource |
300+ - |
| The engine was installed | Mercedes-Benz C 230 W202 Mercedes-Benz C 230 Kompressor W202 Mercedes-Benz C 230 Kompressor W203 Mercedes-Benz CLK 230 Kompressor W208 Mercedes-Benz E 230 W210 Mercedes-Benz ML 230 W163 Mercedes-Benz SLK 230 Kompressor R170 Mercedes-Benz Sprinter W901-905 Mercedes-Benz V 230/ Vito 114 W638 SsangYong Kyron SsangYong Musso SsangYong RextonVolkswagen LT Gen.2 |
Reliability, problems and engine repair Mercedes M111 2.3 l.
The next senior representative of the M111 family (it also included M111 E18, M111 E20 and M111 E22) appeared in 1995 and replaced the previous 2.3-liter M102 E23, which by this time was completely outdated and did not correspond to the spirit of the times. The new M111 E23 got a compact cast-iron cylinder block, as on the M111 E20, but with a cylinder diameter increased by 1 mm (it was 89.9 mm) and a different crankshaft, with a piston stroke increased to 88.4 mm, relative to the E20.
The cylinder head is the same as on the two-liter sister power unit,with two camshafts and 16 valves, hydraulic lifters and electronic fuel injection. In parallel with the aspirated, a compressor version was also produced, which used an Eaton M62 supercharger. In pThe timing drive used a chain with a resource of about 250 thousand km. Bosch ME 2.1 engine management system.
5 years after launching into production, the entire M111 series has undergone profound modifications, the new versions use a cylinder block with stiffeners, a new connecting rod and piston group, an increased compression ratio, improved combustion chambers and cylinder head channels, individual ignition coils have been used, the fuel system has been changed with other injectors, candles were replaced, an electronic throttle valve was introduced, environmental performance was improved to Euro 4 class, an Eaton M45 supercharger was installed instead of an Eaton M62 compressor and a number of other smaller changes (total number 100+). You can distinguish new engines by the designation EVO and the year of manufacture, namely, younger than 2000 onwards.
The engine management system has been replaced with Siemens ME-SIM4.
The release of the M111 E23 continued until 2006, when it finally gave way to the new compressor M271 E18 ML.
Modifications of M111 E23 engines
1. M111.970 (1995 - 2005) - the first version with 150 hp. at 5400 rpm, torque 220 Nm at 3700 rpm, compression ratio 10.4, HFM injection. Installed on Mercedes-Benz E230 W210 and SsangYong Musso.
2. M111.973 (1996 - 2000) - compressor version with Eaton M62 supercharger, compression ratio 8.8, power 193 hp at 5300 rpm, torque 280 Nm at 2500 rpm.. Installed on Mercedes-Benz SLK 230 Kompressor R170.
3. M111.974 (1994 - present) - analogue of M111.970 for Mercedes-Benz C230 W202 and SsangYong Kyron, Rexton.
4. M111.975 (1996 - 2000) - analogue of M111.973 for Mercedes-Benz CLK 230 Kompressor C208.
5. M111.977 (1998 - 2000) - version M111.970 for Mercedes-Benz ML 230 W163.
6. M111.978 (1995 - 2003) - version for Mercedes-Benz V 230 W638, compression ratio reduced to 8.8, PMS injection, power 143 hp at 5000 rpm, torque 215 Nm at 3500 rpm.
7. M111.979 (1995 - 2006) - analogue of M111.978 for Mercedes-Benz Sprinter W901-905.
8. M111.980 (1995 - 2003 onwards) - analogue of M111.978 with HFM injection for Mercedes-Benz V 230 W638
9. M111.981 (2001 - 2002) - compressor version with Eaton M45 supercharger, compression ratio 9, power 197 hp at 5500 rpm, torque 280 Nm at 2500 rpm. Installed on Mercedes-Benz E 230 Kompressor W210, SLK 230 Kompressor R170.
10. M111.984 (1995 - 2006 onwards) - analogue of M111.979 with HFM injection for Mercedes-Benz Sprinter and Volkswagen LT.
Problems and disadvantages of Mercedes-Benz M111 2.3 liter engines.
This power plant is similar to the M111 E20 and its problems are the same as on the younger brother, you can read about them.
Mercedes M111 E23 engine tuning
Compressor
It makes sense to carry out manipulations to increase engine power only with a compressor version, since it is not profitable to do anything with an aspirator and it is much easier to buy another powerful Mercedes-Benz engine instead. In the M111 E23 ML version, you can replace the compressor pulley, flash with the appropriate sports firmware and get about 230 hp. Together with a sports exhaust, the output can be raised to 240 hp, it makes no sense to move further on the 111th engine, it is easier to replace it with a more powerful one.
The Mercedes-Benz M111 engine was produced from 1992 to 2006 and is one of the most common and successful models of the company. Naturally, during the production process, the engine was repeatedly modernized and improved.
An engine equipped with a Roots-type mechanical supercharging system has become widespread. Such cars received the prefix Kompressor in the name and at different times were equipped with two models of the Eaton M62 and M45 mechanical compressor. The difference between them was in the compressor shaft drive: permanent M45 or connected, using an electromagnetic clutch, M62.
In 2000, the motor underwent a thorough modernization, as a result of which the design of more than 150 parts was thoroughly redesigned. As a result, the upgraded engine received the designation M111 EVO (Evolution - evolution, further development).
Major engine design changes:
- the mounting bracket for the generator, compressor and tension roller is raised by 15 mm, to adapt to a change in the engine block;
The bracket (1) for fastening the alternator (2), compressor (3) and tensioner roller (4) has been adapted to the changes in the engine block. As a result, the installation location of these units has changed, as well as the length of the V-ribbed belt. The new length is 1355 mm. The compressor is still driven by a separate V-ribbed belt.
The cylinder block is supplemented with stiffening ribs to reduce noise, the mounting flange is enlarged to install a new 6-speed gearbox;
- the use of an Eaton M45 compressor for mechanically supercharged engines, which has a significantly reduced bearing noise level. It was decided to abandon the electromagnetic clutch for turning on the compressor, due to the desire to reduce the weight of the engine and the increased noise of the drive at idle;
Mechanical compressor Eaton M45. The appearance of the compressor installed on the car may differ from the one shown.
Emissions of harmful substances with exhaust gases comply with Euro-4 standards;
- modified, very compact form of the combustion chamber;
- the channels in the cylinder head are optimized with aerodynamic characteristics, which improves the filling of the cylinders, the cross section of the channels is oval;
- the shape of the piston crown has been changed to increase the compression ratio;
- the use of connecting rods with a given break line. The connecting rod is made as a single forged part and has a given fracture line on the lower head, along which it breaks, only after that the surface is processed for the liners. This event improves the accuracy of the connection;
A connecting rod with a given break line.
Siemens engine management system (ME-SIM4);
- individual ignition coils;
- camshaft position sensor for 1 cylinder in order to optimize ignition during cold start and to determine the state of the camshaft phase shifter;
- quick start function;
- reduced time for the catalyst to reach operating temperature;
- new fuel injectors from Siemens, the fuel system is distinguished by the absence of backflow (M111.958/983) and a new pressure damper;
1 - oil separator; 2 - an executive electromagnet of the mechanism for changing the valve timing; 3 – hot-film air flow meter; 4 – recirculation damper servomotor; 5 - sensor (Hall) of the position of the camshaft; 6 - air filter housing; 7 - mechanical compressor.
Bosch electronically controlled throttle with feedback;
- the design of the intake manifold has been completely revised: a new noise absorber in the form of perforated partitions and plastic chambers has been used, a special air flow pulsation damper has been introduced, a new multi-chamber damper has been used to reduce noise levels;
- all parts inside the cylinder block are newly designed;
- curved pallet with increased wall height and ribbed structure;
- introduced oil separator;
In the electronic throttle valve, in the area of the control valve, a channel is made in which liquid from the cooling system circulates;
- new crankcase oil level sensor connected to the ASSYST system;
- the secondary air passes through the hot film air mass meter instead of being fed directly to the blower;
- the formation of the ignition timing is carried out for each cylinder and each operating cycle separately, adaptive control of the system to prevent detonation combustion, double adaptive lambda control;
- the system of onboard diagnostics On-Board-Diagnose (OBD-II) was used;
- iridium spark plugs with extended replacement interval up to 100,000 km;
- to reduce noise during operation of the chain drive, all sprockets have a rubberized coating;
- additional ribs are made on the crankcase;
Application:
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