Component description for ME-SFI [ME] control unit - GF07.61-P-6000MAW
ENGINE 156.985 in MODEL 204.077 /277, 212.077 /277
View of right rear engine compartment, model 204
Location
The ME-SFI [ME] control unit is located at the rear right in the engine compartment.
View of right front wheel arch, model 212
Location
The ME-SFI control unit is located in the front right wheel arch.
Task
The ME-SFI control unit provides the engine control in electrical connection with the engine 156 AMG sensors and actuators.
The following systems and functions are controlled and coordinated by the ME-SFI [ME] control unit according to input signals:
- Ignition system
- Fuel supply
- Injection control
- Electronic accelerator
- Diagnosis and fault storage
- Drive authorization system and immobilizer
- Regulated camshaft adjustment
- Intake manifold switchover
- Heat management
- Torque interface
- Alternator interface
- Emission control
Input and output signals
The following input signals are evaluated by the engine control and issued in the respective output signals:
- Direct input signals
- Direct output signals
- LIN signals
- CAN input signals
- CAN output signals
Direct input signals
- Circuit. 15
- Circuit. 30 (fused)
- Circuit. 31
- Circuit 87 M1
- RH knock sensor (A16/1)
- LH knock sensor (A16/2)
- Oil temperature sensor (B1)
- Left hot film mass air flow sensor (B2/6)
- Right hot film mass air flow sensor (B2/7)
- Fuel tank pressure sensor (B4/3) (with code (494) USA version)
- Fuel pressure sensor (B4/15)
- LH intake camshaft Hall sensor (B6/4)
- RH intake camshaft Hall sensor (B6/5)
- LH exhaust camshaft Hall sensor (B6/6)
- RH exhaust camshaft Hall sensor (B6/7)
- Coolant temperature sensor (B11/4)
- Intake air temperature sensor (B17)
- Pressure sensor (intake manifold air pressure) (B28)
- Accelerator pedal sensor (B37) - potentiometer 1
- Accelerator pedal sensor - potentiometer 2
- Crankshaft Hall sensor (B70)
- LH oxygen sensor upstream of catalytic converter (G3/3) (wideband oxygen sensor)
- RH oxygen sensor upstream of catalytic converter (G3/4) (wideband oxygen sensor)
- LH oxygen sensor downstream of catalytic converter (G3/5) (non-linear oxygen sensor)
- RH oxygen sensor downstream of catalytic converter (G3/6) (non-linear oxygen sensor)
- Front throttle valve - actual value potentiometer 1 (M16/3r1)
- Front throttle valve - actual value potentiometer 2 (M16/3r2)
- Rear throttle valve - actual value potentiometer 1 (M16/4r1)
- Rear throttle valve - actual value potentiometer 2 (M16/4r2)
- Crash signal from supplemental restraint system control unit (N2/10)
- Oil level check switch (S43)
Direct output signals
- Sensor voltages 1 and 2 (5 V) - engine plug
- Sensor voltages 1 and 2 (5 V) - vehicle plug
- Sensor grounds 1 and 2 - engine plug
- Sensor ground 1 - vehicle plug
- Accelerator pedal sensor - reference masses for potentiometer 1 and 2
- LH oxygen sensor upstream of catalytic converter - oxygen sensor heater
- RH oxygen sensor upstream of catalytic converter - oxygen sensor heater
- LH oxygen sensor downstream of catalytic converter - oxygen sensor heater
- RH oxygen sensor downstream of catalytic converter - oxygen sensor heater
- Fan motor for combustion engine and air conditioning system with integrated control (M4/7) - specified fan speed
- Front throttle valve actuator - actuator motor (M16/3m1) +
- Front throttle valve - actuator motor (M16/3m1) -
- Rear throttle valve - actuator motor (M16/4m1) +
- Rear throttle valve - actuator motor (M16/4m1) -
- Circuit 50 starter relay (N10/1kM)
- Engine circuit 87 relay (N10/1kN)
- Secondary air injection relay (N10/1kP)
- Oil cooler fan motor relay (K25)
- Left and right fuel pump control unit (N118/3, N118/4) (on model 204) or fuel pump control unit (N118) (on model 212) - ground signal "Fuel pump ON"
- Left and right fuel pump control unit (on model 204) or fuel pump control unit (on model 212) - pulse width modulated signal (PWM signal) "Fuel nominal pressure"
- Cylinder 1 ignition coil (T1/1)
- Cylinder 2 ignition coil (T1/2)
- Cylinder 3 ignition coil (T1/3)
- Cylinder 4 ignition coil (T1/4)
- Cylinder 5 ignition coil (T1/5)
- Cylinder 6 ignition coil (T1/6)
- Cylinder 7 ignition coil (T1/7)
- Cylinder 8 ignition coil (T1/8)
- Heating system shutoff valve (Y16/2)
- Intake manifold switchover valve (Y22/6)
- Air pump switchover valve (Y32)
- LH intake camshaft solenoid (Y49/4)
- RH intake camshaft solenoid (Y49/5)
- LH exhaust camshaft solenoid (Y49/6)
- RH exhaust camshaft solenoid (Y49/7)
- Purge control valve (Y58/1)
- Activated charcoal canister shutoff valve (Y58/4) (with code (494) USA version)
- Cylinder 1 injection valve (Y62/1)
- Cylinder 2 injection valve (Y62/2)
- Cylinder 3 injection valve (Y62/3)
- Cylinder 4 injection valve (Y62/4)
- Cylinder 5 injection valve (Y62/5)
- Cylinder 6 injection valve (Y62/6)
- Cylinder 7 injection valve (Y62/7)
- Cylinder 8 injection valve (Y62/8)
- Coolant thermostat heating element (R48)
LIN signals
- Alternator interface via drive LIN (LIN C1)
CAN input signals
Instrument cluster (A1)
- Fuel reserve signal
Supplemental restraint system control unit (N2/10)
- Crash signal
Automatic air conditioning control and operating unit (N22/7)
- Specified fan speed request
- Air conditioning status
Electronic stability program control unit (N30/4) or Premium electronic stability program control unit (N30/7) (on model 212 with code (233) DISTRONIC PLUS)
- Vehicle speed
- Wheel speed signal
- Brake recognition
- Cruise control request
- Engine torque request
Radar sensors control unit (N62/1) (on model 212 with code (233) DISTRONIC PLUS)
- Engine torque request
Electronic ignition lock control unit (N73)
- Start enable (drive authorization system)
Fully integrated transmission controller unit (Y3/8)
- Drive position
- Transmission mode
- Actual gear, target gear
- Engine torque reduction request
- Starter enable in selector lever position "P, N"
- Engine idle specified speed (for actuation of the torque converter lockup clutch)
- Status of torque converter lockup clutch
- Emergency transmission control
Left and right fuel pump control unit (N118/3, N118/4) (on model 204) or fuel pump control unit (N118) (on model 212)
- Fuel supply status
- Self-diagnosis data
- Requested diagnostic data
CAN output signals
Instrument cluster
- Engine oil level too low
- Circuit 61 signal (generated by the ME-SFI [ME] control unit)
- Fuel consumption (the trip computer is informed about the current fuel consumption by means of square-wave pulse packages (1 pulse = 0.2 l/h))
- Engine speed
Fully integrated transmission control unit
- Requests for catalytic converter heating
- Switching request
- Engine torque
- Engine coolant temperature
- Engine oil temperature
- Engine speed
- Engine load
- Kickdown
- Engine speed limitation active
- Limp-home mode engine control
Left and right fuel pump control unit (on model 204) or fuel pump control unit (on model 212)
- Diagnosis requests
Design
The housing of the ME-SFI [ME] control unit is made out of diecast aluminum and the cover is made out of corrosion-proof sheet steel. The ME-SFI [ME] control unit is protected against water and dusts.
The housing contains the 32-bit measuring and control electronics for the engine control.
Power supply
The ME-SFI [ME] control unit is "circuit 30 secured" and also supplied with voltage for ignition ON by "circuit 87 M1".
It is fitted in the operating voltage range with short-circuit protection as well as reversed polarity protection.
Voltage is supplied through several pins connected in parallel to relieve the electrical connectors.
Ground connection
"Circuit 31" ground connection is through several ground lines to the LH electronic assembly compartment ground point (W16/5).
Computer run-on
If the ME-SFI [ME] control unit receives the signal "circuit 15 OFF" a processor run-on of approx. 5 seconds is started.
However, it may also last for several minutes due to various functions (for example, on-board diagnosis (OBD), drive authorization system (DAS), thermal management).
Assembly operations
Ensure before unplugging the plug on the ME-SFI [ME] control unit that the ignition is switched off and computer run-on has ended. This is to prevent damage to the ME-SFI [ME] control unit and save errors in the control units linked to the CAN.
Variants
The engine control variants (e.g. national and exhaust variants) are activated with Xentry Diagnostics using the variant coding function. Replacement of the ME-SFI [ME] control unit is not necessary.