Engine Mercedes-Benz M111 E20 / E20 ML 2.0 l.
Characteristics of the M111 engine
| Production | Stuttgart-Unterturkheim Plant |
| Engine brand | M111 |
| Release years | 1992-2004 |
| 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 | 89.9 |
| Compression ratio | 8.5 (Compressor) 9.6 10.6 (see modifications) |
| Engine volume, cc | 1998 |
| Engine power, hp / rpm | 136-129/5100-5500 163-192/5300-5400 (Compressor) (see modifications) |
| Torque, Nm/rpm | 185-190/3500-4000 230-250/2500 (Compressor) (see modifications) |
| Fuel | 95 |
| Environmental regulations | Euro 3 Euro 4 (since 2000) |
| Engine weight, kg | - |
| Fuel consumption, l/100 km (for C230 Kompressor W203) - city - track - mixed. |
13.9 6.9 9.7 |
| 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 7.0 (since 2000) |
| When replacing pour, l | ~5.0 ~6.5 |
| 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 180 W203 Mercedes-Benz C 200 W202 Mercedes-Benz C 200 Kompressor W202 Mercedes-Benz C 200 Kompressor W203 Mercedes-Benz CLK 200 C208 Mercedes-Benz CLK 200 Kompressor C208 Mercedes-Benz E 200/ 200 E W124 Mercedes-Benz E 200 W210 Mercedes-Benz E 200 Kompressor W210 Mercedes-Benz SLK 200 R170 Mercedes-Benz SLK 200 Kompressor R170 Mercedes-Benz V 200/ Vito 113 W638 |
Reliability, problems and engine repair Mercedes M111 E20 2.0 l.
The new M111 E20 engine appeared in 1992 and gave rise to the next series of four-cylinder Mercedes engines (which included the M111 E18, M111 E22 and M111 E23), while the M111 E20 itself replaced the outdated M102 E20. For this generation of power units, a compact cast-iron cylinder block was re-designed, with a new crankshaft, connecting rod and piston group and more.
The cylinder head is now 16-valve with two camshafts (DOHC), with hydraulic lifters and electronic fuel injection. The diameter of the intake valves is 35 mm, exhaust 31 mm. Together with the atmospheric version, the compressor version of the M111 E20 ML was also produced, where the Eaton M62 roots compressor was used as a supercharger. Timing chain drive, the resource of this chain is about 250 thousand km. Bosch ME 2.1 engine management system.
In 2000, the series underwent modifications, in the updated engine the connecting rods and pistons were replaced for an increased compression ratio, the cylinder block with stiffeners, the cylinder head was modified with modified combustion chambers and channels, individual ignition coils, a modified fuel system with new nozzles, other spark plugs, electronic throttle damper, increased environmental friendliness to Euro 4, compressor versions received an Eaton M45 supercharger instead of the Eaton M62, and more than 100 other changes were received by engines, to the name of which the designation EVO was added. The engine management system has been replaced with Siemens ME-SIM4.
In 2002, Mercedes-Benz introduced the next generation, a further development of the family of inline fours under the name M271, and within two years, the M111 E20 ML gave way to the new M271 E18 ML, with a displacement of 1.8 liters.
Modifications of M111 E20 engines
1. 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.
2. M111.941 (1994 - 2000) - analogue of M111.940 with Bosch Motronic. Installed on Mercedes-Benz C200 W202.
3. M111.942 (1995 - 2000 onwards) - analogue of M111.940 with HFM injection. Was put on the Mercedes-Benz E200 W210.
4. M111.943 (1996 - 2000) - 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.
5. M111.944 (1996 - 2000) - version of M111.943 for Mercedes-Benz CLK 200 Kompressor C208 and C 200 Kompressor W202.
6. M111.945 (1994 - 2002) - version M111.942 for Mercedes-Benz CLK 200 C208 and C 200 W202.
7. M111.946 (1996 - 2000) - version of M111.945 for Mercedes-Benz SLK 200 R170.
8. M111.947 (1997 - 2002) - 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.
9. M111.948 (1995 - 2000) - 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.
10. M111.950 (1995 - 2000 onwards) - analogue of M111.948 with HFM injection.
11. M111.951 (2000 - 2002) - 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.
12. M111.955 (2000 - 2002 onwards) - compressor analogue of M111.951, Eaton M45 supercharger, 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.
Problems and disadvantages of Mercedes M111 E20 2 l engines.
1. Oil leaks. A popular problem on the 111 series, the cause is the wear of the cylinder head gasket and the malfunction is treated by replacing it.
2. Loss of power, high fuel consumption. The root of evil is in the air flow meter, which lives about 100 thousand km. Replace it and things will get better.
In addition, M111 engines are noisy, spark plugs do not last long (about 20 thousand km), the pump lives about 100 thousand km, after 200 thousand km there is a high chance of piston skirt wear, cracks often appear in the exhaust manifold. To this we add the fact that most of these engines are absolutely worn out and have left their entire considerable motor resource, therefore, any age-related complications can be added to the above problems. To minimize such troubles, it is necessary to use only high-quality working fluids and carry out regular maintenance.
Tuning engine Mercedes M111
Compressor
It is most rational to modify the initially powerful compressor version of the M111 E20 ML, where the supercharger pulley is changed to a tuning one, a new sports firmware is installed and the power increases to ~ 210 hp. With the replacement of the exhaust with a sports one, we get a more aggressive soundtrack, which enhances the feeling of increased dynamics, along with this, about 5-10 hp will be added. Putting a turbine instead of a compressor is not so profitable, because half of the motor will be sent for replacement. Much easier to buy a powerful contract engine Mercedes V6. The same applies to tuning the usual atmospheric M111 E20, it’s not even worth wasting time here, just replacing it with a powerful engine.
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
ATTENTION! Found a completely simple way to reduce fuel consumption! Don't believe? An auto mechanic with 15 years of experience also did not believe until he tried it. And now he saves 35,000 rubles a year on gasoline!
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 |
| Marlborough | 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. It has become one of the most common and successful Mercedes Benz engines. Debuted on types 202 and 124 with PMS injection system, then installed on types 210, 163, 170, 208. Modernized many times. After PMS, it was equipped with HFM and ME2.0 injection systems. 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. The cylinder head is now 16-valve with two camshafts (DOHC), with hydraulic lifters. The diameter of the intake valves is 35 mm, exhaust 31 mm.
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 compressor version of the M111 with a mechanical supercharger was very popular.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.
Modifications of M111 E20 engines
1. 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.
2. M111.941 (1994 - 2000) - analogue of M111.940 with Bosch Motronic. Installed on Mercedes-Benz C200 W202.
3. M111.942 (1995 - 2000 onwards) - analogue of M111.940 with HFM injection. Was put on the Mercedes-Benz E200 W210.
4. M111.943 (1996 - 2000) - 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.
5. M111.944 (1996 - 2000) - version of M111.943 for Mercedes-Benz CLK 200 Kompressor C208 and C 200 Kompressor W202.
6. M111.945 (1994 - 2002) - version M111.942 for Mercedes-Benz CLK 200 C208 and C 200 W202.
7. M111.946 (1996 - 2000) - version of M111.945 for Mercedes-Benz SLK 200 R170.
8. M111.947 (1997 - 2002) - 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.
9. M111.948 (1995 - 2000) - 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.
10. M111.950 (1995 - 2000 onwards) - analogue of M111.948 with HFM injection.
Unit number location (excluding M111Evo)
For example 111 975 10 005256 where:
111 - constructive type of engine, internal factory designation;
975 - modification of the engine ("9" means belonging to automobile engines);
1 - steering position (1 - left; 2 - right; 0 - without indicating the location of the steering wheel);
0 - box type (0 - manual transmission; 2 - automatic transmission);
005256 - serial number of the manufacturer;
Problems and disadvantages of Mercedes M111 E20 2 l engines.
1. Oil leaks. A popular problem on the 111 series, the cause is the wear of the cylinder head gasket and the malfunction is treated by replacing it.
2. Loss of power, high fuel consumption. The root of evil is in the air flow meter, which lives about 100 thousand km. Replace it and things will get better.
In addition, M111 engines are noisy, spark plugs do not last long (about 20 thousand km), the pump lives about 100 thousand km, after 200 thousand km there is a high chance of piston skirt wear, and cracks often appear in the exhaust manifold. To this we add the fact that most of these engines are absolutely worn out and have left their entire considerable motor resource, therefore, any age-related complications can be added to the above problems. To minimize such troubles, it is necessary to use only high-quality working fluids and carry out regular maintenance.
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.
Mercedes was considered one of the most prestigious cars in Russia at the end of the last century. Only a very wealthy person could become its owner. Such a luxury could be afforded either by influential members of criminal gangs who got rich illegally, or by high-ranking officials whose incomes also had a dubious origin.
In a word, such a machine was considered evidence of considerable wealth. Today, Mercedes on the streets of Russian cities has become as commonplace as domestic Muscovites and Zhiguli.
Various types of power units were installed on cars of the popular series. The most successful version of the engine that equips Mercedes is the M111. Let us consider in more detail the atmospheric modification of such an installation.
Atmospheric 111 Mercedes engine. Characteristics, advantages and disadvantages
The M111 model of the power unit placed in the back of a Mercedes Benz has been produced by German manufacturers since 1992. During the period until 2006, when its production was discontinued, there were significant changes in the design due to the modernization and multiple improvement of the installation.
A motor equipped with an additional boost system using the mechanical energy of compressors was very popular with motorists all over the world. The prefix Kompressor was added to the name of a car equipped with a similar engine. Such M111 models had two varieties:
- with a permanent drive of the compressor shaft - M45;
- with the power supply of the shaft, connected by a special coupling with electromagnetic properties - M62.
An example of such a motor is the M111 E23 with a volume of 2.3 liters and a power equal to the energy of 193 full-fledged horses. It has been in production since early 1995.
The year 2000 was marked by a grandiose modernization, expressed in a change in the design of a huge number of parts. The design bureau has improved the arrangement of more than 150 elements. The updated unit was named M111-EVO.
The very first modifications of the engine brand in question were atmospheric. Manufacturers produced two varieties of them, differing in volume and power. The performance of each of them is the subject of a forthcoming study.
Characteristics M111E20
The beginning of production is considered to be 1992. This engine was equipped with 124 Mercedes. The power unit has four working cylinders in the design, located on the same line.
It will be interesting to know that the M111 engine of this modification was one of the firstuse a four-valve gas distribution system.
As for the technical indicators of the atmospheric-type Mercedes M111 power unit in question, they are as follows:
- the working space of each of the four cylinders, whose diameter is 89.9 mm, holds 1993 cm3 of the fuel-air mixture;
- the piston performs useful work during translational movement at a distance of 78.7 mm;
- for an engine of a similar modification M111, the characteristic value of the compression ratio is considered to be 9.6;
- when the crankshaft speed reaches 5500 rpm, the power unit develops a power of 136 horsepower;
- to accelerate to 100 km / h, a car with such an engine takes only 11 s;
- the above power allows a Mercedes with an M111 engine to reach a speed of 200 km / h. At least, such indicators are characterized by Mercedes W124;
- measured unhurried driving through crowded city streets requires the consumption of 11 liters of AI-95 gasoline, while driving on an open highway, the engine absorbs 7 liters of fuel.
The relative safety for the environment of the M111 power unit of the 90s is ensured by compliance with the Euro-4 regulatory requirements. Of course, this is possible when using the recommended brand of fuel.
Performance M111 E22
A motor design similar to the previous version should have identical performance. However, they differ due to the difference in volumes. When considering the 111 engine E22 of a Mercedes W124 car, the following technical characteristics are observed, indicated by the manufacturer in the accompanying documentation:
- functional space capacity is 2.2 l;
- inside a cylinder with a cross section of 89.9 mm, the piston makes a stroke of 86.6 mm;
- due to the increase in volume, the power of the power plant also grows, reaching an indicator of 150 hp, with a crankshaft speed similar to the previous version of the engine;
- a larger value is characterized by the degree of compression, expressed by the number 10;
- with such an internal combustion engine, the car is able to accelerate to 100 km / h in an insignificantly short time, or rather, in 10.5 seconds;
- the manufacturer has set a maximum speed of 210 km / h, which is a very attractive quality for domestic reckless drivers;
- despite the increased cost of refueling an internal combustion engine due to the use of the expensive AI-95, the power unit pleases consumers with its efficiency due to low fuel consumption. The engine consumes 10 liters of gasoline when moving around the city and 7 liters on a free highway.
Of course, the proposed description applies to normally functioning engines. According to the deviations of the listed parameters, it can be determined that the unit has some malfunctions.
Advantages and disadvantages of aspirated M111
Despite the fact that such units have long been discontinued, they are still found on the roads today, and in fairly large quantities. The engines of the first considered category M111 E20 won particular popularity. The engines have won such devotion on the part of drivers due to undeniable advantages, namely:
- extreme reliability, confirmed by many years of trouble-free operation;
- extended service life of the gas distribution mechanism due to the chain-type drive. However, it is preferable to use an updated version of the timing, which has undergone significant refinement and modernization, acquiring priority characteristics compared to the original system;
- an acceptable fuel consumption indicator does not adversely affect the dynamic capabilities of the power unit;
- availability and relatively low cost of maintenance. A prerequisite for this is the timely replacement of the lubricant and the use of engine oil in accordance with the manufacturer's recommendations set out in the attached technical documentation.
Unfortunately, it has not been without drawbacks. A probable reason can be considered flaws in the design bureau that produces the M111 motors. The main shortcomings are:
- possible oil leakage caused by a worn cylinder head gasket, which is not surprising with more than 20 years of operation. The specified malfunction is easily eliminated due to the elementary replacement of a worthless part;
- due to malfunctions in the air flow meter, the amount of fuel consumed increases, accompanied by an unfortunate drop in power. The problem is considered resolved after the replacement of the faulty device;
- some drivers are deterred by some noise during operation. However, the soundtrack of atmospheric engines M111 is significantly inferior to the loud VAZ.
