ME-SFI vehicle features - AH07.61-P-0002-02MM
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Comparison engine 275 and engine 285 with engine 137
| Engine 275, 285 | Engine 137 |
|---|---|
| Gasoline injection and ignition system ME 2.7.1 or ME 2.7.2 | Fuel injection and ignition system ME 2.7 |
| Recognition of the boost pressure by means of the signal from pressure sensor upstream of throttle valve actuator (B28/6). Recognition of the load by means of the signal from pressure sensor downstream of throttle valve actuator (B28/7). Hot film mass air flow sensor - no longer needed. |
A hot film mass air flow sensor with integrated intake air temperature sensor |
| In each cylinder bank a turbocharger (Biturbo) made out of steel casting. Turbine housing integrated in the exhaust manifold, shaft housing coolant cooled. | Naturally aspirated engine |
| Boost pressure control via the boost pressure control pressure transducer (Y31/5) and the pressure regulator valves operated by the vacuum cells (Wastgate valves) in the turbine housings. | - |
| Actuation of the deceleration air valve via the divert air switchover valve (Y101). Supercharger noises are prevented by means of the rapid release of boost pressure during transition from full load in deceleration mode. | - |
| Per turbocharger a water/charge air cooler. Both each water/charge air coolers an own low temperature cooling circuit with low temperature cooler and electric circulation pump (M44). Engine 285: actuation of electrical circulation pump (M44) by ME-SFI [ME] control unit via relay (N10/9 kO) not checkable because the relay is actuated by its own output stage in the front passenger signal acquisition and actuation module (N10/9). |
- |
| One air filter per row of cylinders. There is a pressure sensor located downstream of each air filter in the air filter housing (B28/4, B28/5) to detect any pressure drops via the air filters. To limit the maximum charger rotational speed, the pressure ratio downstream/upstream of the compressor (pressure readings B28/6 to B28/5) is calculated and then regulated by the boost pressure control as defined by in the performance map. | One air filter. |
| One catalytic converter per row of cylinders. A total of 4 O 2 sensors, upstream of and lateral to both catalytic convertors. | One firewall catalytic converter for the respective 3 cylinders. A total of 8 O 2 sensors, respectively upstream of and lateral to the 4 firewall catalytic convertors. |
| No camshaft adjustment | Camshaft adjustment with engine oil pressure Two valves camshaft adjustment (Y49/1, Y49/2) |
| No cylinder shutoff | Cylinder shutoff for the left cylinder bank |
| - | Oil pressure sensor downstream of the secondary oil pump for cylinder shutoff |
| - | Exhaust flap in the exhaust pipe for cylinder shutoff |
| ECI ignition system (AC voltage ignition system with integral ion flow measurement), ignition voltage 32 kV, two spark plugs per cylinder (dual ignition). | ECI ignition system (AC voltage ignition system with integral ion flow measurement), ignition voltage 30 kV, two spark plugs per cylinder (dual ignition). |
| Recognition of combustion misfire by ion flow signals and by smooth running assessment with crankshaft position sensor. | Recognition of combustion misfire by ion flow signals. |
| Recognition of knocking over 4 knocking sensors | No knock sensors Knock identification by means of ionic current signals. |
| Pressure sensor for ambient pressure in ME-SFI [ME] control unit (N3/10) | - |
| Air injection with electric air pump (M33), Air injection actuated via an air pump switchover valve (Y32), Combination valve for air injection designed for inlet suction mode and boost mode. |
Air injection with electric air pump (M33), Air injection for each cylinder bank actuated individually with two air pump switchover valves (Y32/1, Y32/2), Combination valves for air injection designed for suction operations |
| Purge line with check valve, so that no boost pressure finds its way to the activated charcoal canister. | Purge line for naturally aspirated engine without check valve. |
| Fuel system designed as a single-line system. Fuel supply regulated if required. The fuel pump is actuated by the fuel pump control unit (N118) by means of a PWM signal, according to signals from the fuel pressure sensor (B4/7). |
Fuel system designed as a single-line system, fuel filter with an integrated membrane pressure regulator, fuel pump unregulated |
| Model 240: starter control via double relay for starter (K6). A relay (terminal 50) is actuated as before by the engine control unit at the ground end. The power supply takes place via the second relay which switches terminal 15 for ignition ON. The double relay (K6) is located at the front in the driver-side SAM control unit with fuse and relay module (N10/1). Model 215, 220: Starter relay K40/8kV located on the left next to the right fuse and relay module. Model 230: Starter relay K40/4kL mounted in the front passenger fuse and relay module. Model 216, 221: Circuit 50 relay, starter and circuit 15 relay, starter located in front SAM control unit with fuse and relay module. |
Starter actuation of engine control unit via a starter relay (K40/7kL) for terminal 50, plugged in at top of right fuse and relay module (K40/7). |
| Camshaft Hall sensors (B6/2, B6/3) recognize the camshaft position for a started engine. ME 2.7.2: Camshaft Hall sensor, left cylinder bank omitted |
Camshaft Hall sensors (B6/2, B6/3) also recognize the camshaft position for engine OFF. |
| Three-part exhaust manifold with integrated turbine housing out of steel cast | Air gap insulated exhaust manifold out of sheet steel |
| Crankcase ventilation system with centrifugal separator and pressure regulator valve. Check valve in the partial and full load vent line at air filter. | Crankcase ventilation system |