Engine 113 - Exhaust system

Engine
AMG exhaust system

The AMG sports exhaust system in The catalytic converter system The AMG sports exhaust system
the SLK 55 AMG satisfies the US incorporates one bulkhead and one ends in two chrome-plated twin
emissions limits and is perfectly underfloor catalytic converter (both tailpipes bearing the AMG logo.
tuned in terms of function and made from thin-wall ceramic) in
sound to the AMG 5.5 l V8 engine. each exhaust stream. Downstream
The near-engine mounted bulkhead of the separation point of the two
catalytic converter is coated with catalytic converter systems, the
palladium/rhodium while the under- exhaust streams are combined in
floor catalytic converter is plat- the center muffler. Further on, the
inum/rhodium-plated. The longevity exhaust flow continues in twin pipes
of the exhaust system is provided by to the two rear mufflers.
the use of stainless steel
throughout.

Exhaust system

Model Year 2005 I Model 171 b 41

 Engine 272 - Overview
Engine

New V-6 engine generation 272

Engine series Performance Internal exhaust gas

recirculation
Model 171 SLK350 will be the first Acceleration from 0 to 100 km/h:
The engine timing can be altered
vehicle equipped with the new
• 5.5 secs.1) (with manual precisely by means of the variable
engine 272.
transmission) intake and exhaust camshafts. The
The new six cylinder V-6 engine • 5.6 secs.1) (with automatic variable overlap times permit mixing
features variable adjustment of transmission) of fresh gas and exhaust gas.
intake and exhaust camshafts.
Maxuimum speed:
250 km/h (with manual or auto- Heat management
Lightweight construction matic transmission, electronically
An intelligent heat management
governed)
As a result of its consistent light- system also helps to reduce fuel
weight construction the weight gain consumption. A new kind of elec-
in comparison to its predecessor tronic map-controlled thermostat,
Turbulence flaps
the M 112 has been slightly which is active in all the engine's
reduced. operational modes, guides the flow
Turbulence flaps are fitted in the
of coolant into the six-cylinder
This is despite the use of a solid intake ports. At part-throttle they
engine in such a way that the engine
four-valve system with four are extended and increase the
oil and coolant always stay at the
camshafts and camshaft adjust- turbulence of the intake air in the
optimium temperature.
ment and the two-level intake combustion chambers. At higher
module with turbulence flaps in the revs the turbulence flaps are fully A heating element allows active
inlet ports. lowered in the induction pipe. control of the triple-plate thermo-
stat, causing the coolant to remain
short circuited inside the engine
High power Exhaust gas during the warm-up period of the
engine.
With a displacement of 3498 CC the All the individual measures combine
new V6 engine delivers 268 hp to yield a powerful and free-revving
1) Stated rates of acceleration are based
(200 kW) at 6000 rpm. This yields a engine with exhaust emissions
volumetric efficiency of 57 kW/ within US limits: upon manufacturer's track results and may
78 bhp—a top value in this displace- vary depending upon model, environmental
• Variable camshaft adjustment
ment class. The torque of 350 Nm is and road surface conditions, driving style,
• Turbulence flaps in the intake
available right from 2500 rpm and elevation and vehicle load.
ports
remains constant up to 5000 rpm.
• Internal exhaust recirculation
• Secondary air injection
• Catalytic converters fitted close
to engine

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 Engine 272 - Overview

Engine
At-a-glance

Target Measures

Comfort- Balance shaft for smooth engine running

optimisation
through
Greater rigidity in crankcase with full cross-bolting of main bearing cap

Wider crankshaft bearings

More rigid engine mounting with larger cross sections

Reduced moving mass as result of lightweight construction throughout (pistons, con rods)

Valve cover with integrated camshaft bearing

Twin cartridge air filter with integrated resonators to reduce intake noise

Consumption- Optimised combustion chamber geometry and valve arrangement

optimisation
through
Reduced friction

New type of heat management in cooling cycle

Performance-optimised oil and water pump drive

Turbulence flaps

Power steering pump with pressure regulating valve

Exhaust emis- Camshaft adjustment

sions limits
fulfilled
Optimised-flow air intake with turbulence flaps
through

Optimised combustion chamber geometry and valve arrangement

Secondary air injection into the exhaust manifold ports

High-volume catalytic converters close to engine

Model Year 2005 I Model 171 b 43

 Engine 272 - Overview
Engine

Engine data

M 272.963 M 112.947
(SLK 350) (SLK 320)

Engine designation M 272 M 112

Cylinder-arrangement/angle V6/90° V6/90°

Rated power at rpm kW/hp 200/268 160/215

at rpm 6000 5700

Rated torque at rpm Nm at rpm 350 310

2400-5000 3000-4600

Max. mean pressure bar 12.6 12.38

Specific power kW/l 57 50

PS/l 78 68

Specific torque Nm/l 100 97

Compression ε 10.5:1 10.0:1

Cylinder distance mm 106 106

Displacement cm3 3498 3199

Bore mm 92.9 89.9

Stroke mm 86.0 84.0

Con rod length mm 148.5 148.5

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 Engine 272 - Overview

Engine
M 272.963 M 112.947
(SLK 350) (SLK 320)

Main bearing diameter approx. mm 64 64

Con rod bearing diameter approx. mm 52 52

Intake/exhaust valve head diameter mm 39.5/30 36/41

Intake/exhaust valve shaft diameter mm 6 7

Valve stroke intake and exhaust valves mm 10 10

Valve angle, intake valve degrees 16.5 23

Valve angle, exhaust valve degrees 12.0 12.5

Firing order 1-4-3-6-2-5 1-4-3-6-2-5

Maximum continuous speed rpm 6300 6000

Weight (approx.) kg 165 149

Model Year 2005 I Model 171 b 45

 Engine 272 - Overview
Engine

M 272.961

P Power

M Torque

n rpm

46 b Model Year 2005 I Model 171

Engine 272 - Overview

Engine
i Motorenwerk Stuttgart
Bad-Cannstatt
The new M 272 is produced in
the engine factory in Stuttgart,
Bad-Cannstatt.

Model Year 2005 I Model 171 b 47

 Engine 272 - Mechanical
Engine

Cylinder crankcase
As in the M 112, the M 272 has a
cylinder angle of 90°. The cylinder i HPDC background information
distance of 106 mm has also been HPDC = High Pressure Die Casting
retained.
In this technique the liquid metal is forced at great pressure and at
The increase in the displacement high speed (between 50 and 100 m/secs.) into the casting mold. This
has been achieved by increasing the requires careful pre planning of the casting process; this is simulated
stroke to 86.0 mm and the bore in the computer and takes the flow of the metal and the escape of the
diameter to 92.9 mm. gases into consideration to prevent occlusions (local formation of
The cylinder crankcase is made shrinkage cavities, microprocessor).
from HPDC aluminium. The crank- Advantages of this method:
case is now even more rigid as a
result of the cross-bolting of the • high degree of precision
bearing cap. • possibility to cast complex components which, using other
production methods, would otherwise have to be assembled from
several individual parts
Cylinder liners • smooth surfaces and sharp contours
• reduced weight through thin-walled cast parts
The cylinder liners are made from a • pre and finished casting of bore holes, slits, toothing, recesses and
spray-compacted aluminium-silicon penetrations - plus lettering and numbering
alloy (Silitec) which has already • reduced post-processing costs
proven its worth in the predecessor,
the M 112.
This yields weight savings of roughly
0.5 kg/cylinder in comparison to
grey cast iron liners, while offering
improved heat flow.

48 b Model Year 2005 I Model 171

Engine 272 - Mechanical

Engine
Cylinder crankcase with cross-bolted main bearing caps

Model Year 2005 I Model 171 b 49

 Engine 272 - Mechanical
Engine

Oil sump
The M 272 has an oil dipstick and an
oil level check switch (S43). There is
no oil level sensor.

The top section of the oil sump is

made from aluminium. The silicon-
sealed bottom section of the sump
is made from sheet steel.

i Bottom section of oil

sump
To facilitate pushing the lower
section down from the top
section, a nut is welded onto
the sheet metal sump.

Switch: oil level check(S43)

1 Float housing
2 Plug contact
3 Gasket, oil sump lower section

50 b Model Year 2005 I Model 171

 Engine 272 - Mechanical

Engine
Oil pump
The lubricating oil is supplied in the The advantages of this type of pump
M 272 by an internal gear pump. design are:
The oil pump is driven by a simplex
• smooth running thanks to "soft"
chain.
tooth engagement
• even pump flow at sufficiently
high pressure
• long life due to minimum running
wear

Internal gear pump

Model Year 2005 I Model 171 b 51

 Engine 272 - Mechanical
Engine

Crankshaft drive

Crankshaft drive with balancer shaft

The moving masses of the crank- Connecting rod Balancer shaft

shaft drive have been reduced. This
leads to: The forged steel connecting rods A balancer shaft is used between
weigh 20 % less, resulting in the cylinder banks to balance the
• minimized fuel consumption
improved running characteristics. free mass forces necessitated by
• less vibration
The upper con rod eye is slanted, the design of a V6 engine with a 90°
• more agile response
which reduces weight. It also cylinder angle. This shaft rotates
improves the lubrication of the counter to the crankshaft, but at the
piston pin. same speed as the crankshaft.
Crankshaft

The forged crankshaft has four bear-

ings and four counterweights. The Pistons
crankshaft bearings have been
The cast pistons are made from iron-
widened, thereby reducing engine
coated aluminium. In conjunction
vibration. The connecting rod
with the valve angle of 28.5 degrees
pins are offset by 30° which permits
the piston crown creates a combus-
an even firing angle of 120°.
tion chamber with a high compres-
sion ratio of 10.5:1. The nitrided
steel piston rings are designed for
lower friction.

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 Engine 272 - Mechanical

Engine
Cylinder head

The cylinder head of the M 272 is

produced using a permanent mold
aluminium casting technique. The
spark plugs are located centrally
between the four valves. Directly
above them are the coils of the map-
controlled direct coil ignition.
The bearings of the camshafts are
integrated in the valve covers. If the
valve covers are removed during
servicing, auxiliary bearing caps are
needed. Viewed from the front, the
second camshaft bearing serves as
the thrust bearing.
The vacuum pump used in some
engine versions is driven by the left Cylinder head M 272 (right) 2 Exhaust valves
3 Spark plug bore
intake camshaft. The right exhaust 1 Intake valves
camshaft drives the centrifugal oil
separator.
The combustion chamber geometry
is designed for fast combustion
rates, especially at full-throttle. The
result is lower knock sensitivity.

Auxillary bearing cap with valve 1 Auxillary bearing cap

cover removed (left) 2 Thrust bearing

Model Year 2005 I Model 171 b 53

 Engine 272 - Mechanical
Engine

Valve train
General Four valve system
A double bushing roller chain drives
In contrast to the predecessor, the The center position of the valves
the intake camshafts. The exhaust
M 112, which had 3 valves per differs in the various displacement
camshafts are driven directly by the
cylinder, the M 272 has 4 valves per versions and is adapted in line with
intake camshafts via a spring
cylinder. This arrangement allows the individual bore diameter. This
tensioned spur gear. The chain
the single spark plug to be means that the intake and exhaust
tensioner is designed as a timing
positioned centrally, yielding valves can be optimally positioned
chain tensioner.
optimum combustion. for each bore diameter.
The valve train is designed to avoid
Exhaust valves made from high-
any free chain run sections. All i Inconel
temperature resistant Inconel steel.
sections are guided by tensioning
Both the intake and exhaust valves Inconel is a material consisting
and slide rails. This has a positive
have a shaft diameter of 6 mm mainly of nickel and chrome
impact on the dynamism and the
(M 112 has 7 mm). This only plus the alloy components
noise response of the timing drive.
restricts the flow in the ports to a molybdenum, iron and small
The M 272 has a low-friction roller minimum extent and, as a result of quanitities of aluminium and
cam follower. fewer moving masses, this produces other elements.
a low-friction and free-revving valve
train. Characteristics: high degree of
tensile strength, toughness
and resistance to oxidation,
corrosion and heat.

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 Engine 272 - Mechanical

Engine
Variable valve timing

The intake and exhaust camshafts

can be adjusted continuously by
40 degrees.
The infinitely variable adjustment of
the camshafts is carried out by
patented, electrohydraulically oper-
ated vane adjusters mounted on the
front ends of the camshafts, with
integrated control valves (similar to
the 271).

Camshaft adjuster

i Advantages of variable
valve timing
Internal exhaust gas
recirculation possible:
• less energy lost during
charge change in the
cylinders
• better exhaust emissions
Good volumetric efficiency:
• Adjustment of valve overlap
in line with revs
• Optimised cylinder filling
• Increased power and
torque

Model Year 2005 I Model 171 b 55

 Engine 272 - Mechanical
Engine

Tooth backlash compensation

The spur gear toothing of the

exhuast camshaft adjuster is
gripped between the front gear (1),
the grip gear and the rear gear (2) of
the main toothing.
The grip force of the spring pushes
the spur gears of the exhaust
camshaft adjuster away from each
other, thereby pressing them, free
of backlash, onto the tooth flanks of
the spur gear of the intake camshaft
adjuster.
The gripped gears help reduce
engine noise, above all when idling.

Tooth backlash compensation 1 Front gear

2 Rear gear
3 Pin

i Note WIS repair

instructions!
Before removing the exhaust
camshaft adjuster, a pin must
be inserted in the bore of the
support element. Lever and
lateral forces must be
avoided. Otherwise the
camshaft adjuster could be
damaged.

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 Engine 272 - Mechanical

Engine
Pulse wheels

The pulse wheels are attached to

the camshaft adjusters. They are
needed to register the position of
the camshafts.

Used pulse wheel: Shorn pins (arrows) Score marks and flattening
(hatching).

i Note WIS repair

instructions!
Pulse wheels should only ever
be fitted once! Otherwise there
is a risk of the pins shearing
off.

Model Year 2005 I Model 171 b 57

 Engine 272 - Mechanical
Engine

Timing chain tensioner

i Note WIS repair

instructions!
If the assembly sequence of
the timing chain tensioner
described in the WIS is not
observed, this can result in
engine damage through torn
timing chains.

Timing chain tensioner 4 Compression spring

(exploded view, not the 5 Chain tensioner housing
assembly sequence!) 6 O-ring
7 Locking spring
1 End piece
8 Pressure bolt
2 O-ring
9 Timing cover
3 Filler piece

58 b Model Year 2005 I Model 171

 Engine 272 - Mechanical

Engine
Engine venting

Oil separation 3 Throttle valve 6 Scavenging line connection

4 Air guide housing 7 Part-throttle vent line
1 Centrifugal oil separator
5 Mass airflow meter (MAF) 8 Oil separator
2 Full-throttle vent line

The oil separator (8) is responsible At higher load levels the centrifugal The full-throttle vent line (2) leads
for part-throttle venting. The oil oil separator (1) is responsible for between the throttle valve (3) and
vapor contained in the blow-by gas the venting. the mass airflow meter (5) to the
are separated in its labyrinth. The induction pipe (4). The air which has
part-throttle vent line (7) leads to had oil mist removed from it is not
the air guide housing (4) behind the measured by the MAF.
throttle valve (3).

Model Year 2005 I Model 171 b 59

 Engine 272 - Mechanical
Engine

A centrifugal oil separator is used in

the M 272 which is driven by the
right exhaust camshaft.
Vapor containing oil mist flows from
the crankcase into the
centrifuge (5), which rotates at the
same speed as the camshaft. This
starts the vapor rotating. The oil
separates out and drips through the
screen filter (4) back into the crank-
case. The purified air flows via the
full-throttle vent line (2) to the air
guide housing.

Ventilation of crankcase

In no load and part load more

blowby gas is taken out via the hose
Centrifugal oil separator 3 Cap
from the crankcase than enters
4 Screen filter
from the combustion process. The 1 Line to induction pipe
5 Centrifuge
volume difference flows over the full 2 Full-throttle vent line
load hose into the crankcase (fresh
air ventilation). The location of the
part load and full load ventilation
provides for a diagonal flow of air
through the motor with fresh air. In
full load operation the throttle plate
is wide open. Thereby the throttling
effect is lost and vacuum decreases.

i Ventilation of
crankcase
Ventilation of the crankcase
with fresh air has a positive
effect on the oil quality: the
high throughput of vapor
removes more water and fuel
from the engine oil.

60 b Model Year 2005 I Model 171

 Engine 272 - Mechanical

Engine
Belt drive

Belt routing M 272 1 Pulley, crankshaft 5 Steering roller

2 Generator 6 Idler
Number of ribs: 6
3 Coolant pump 7 Power steering pump
4 Steering roller 8 A/C compressor

Model Year 2005 I Model 171 b 61

 Engine 272 - Combustion
Engine

Intake manifold

Intake manifold 2 Diaphragm unit turbulence 4 Mass airflow meter

flaps 5 Turbulence flaps
1 Diaphragm unit routing
3 Diaphragm unit, routing 6 Routing flaps
flaps, right cylinder bank
flaps, left cylinder bank

The housing of the intake manifold The intake pipes to the air filter are
is made from magnesium die cast made from sound-absorbent nylon
parts which are joined and bonded and, in contrast to the smooth
using a tongue and groove system. surface plastic used up to now, has
In contrast to plastic, magnesium the advantage of making the
has the advantage of greater rigidity material sound-absorbent, thereby
and dimensional stability which significantly reducing the intake
provides improved sealing in the noise level.
port.

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 Engine 272 - Combustion

Engine
Mass airflow meter (MAF)

Like the entire intake manifold, the

housing of the enhanced mass
airflow meter (MAF 62) has been
optimized in terms of flow. The
housing of the mass airflow meter
has a modified grating with low air
resistance.

Routing flaps

The routing flaps inside the intake

manifold vary the length of the
intake channels. The routing flaps
are opened or closed depending on
the load.
At low revs the routing flaps are Routing flaps closed, long 1 Routing flap
intake channels 2 Turbulence flap
closed which increases the length of
3 Injection valve
the intake channels. The length is
calculated so that the pressure
waves in the induction pipe move
the combustion air towards the
intake valve during the intake
stroke. This increases the cylinder
charge, in turn optimizing the torque
band and lowering the fuel
consumption and the emissions.
The routing flaps open from around
3500 rpm allowing the air to flow
directly into the combustion cham-
bers. The length of the intake chan-
nels is calculated to ensure a
"supercharging" effect, even at high
revs. This yields high performance
at high revs.

Routing flaps open, short intake channels

Model Year 2005 I Model 171 b 63

 Engine 272 - Combustion
Engine

Turbulence flaps

Charge movements A Turbulence flaps lowered B Turbulence flaps pivoted

at higher engine load out at part-throttle
1 Turbulence flap

Turbulence flaps

Electropneumatically activated At part-throttle, when the mixture is

turbulence flaps are installed at the leaner due to the exhaust gas recir-
end of each intake port. The turbu- culation, the increased combustion
lence flaps have two positions: speed helps provide lower fuel
lowered or pivoted out consumption.
When pivoted out at part-throttle, At higher revs the turbulence flaps
the turbulence flaps increase the are fully lowered in the induction
flow speed of the incoming air. The pipe; the intake process is unaf-
resulting turbulence of the fuel-air fected.
mixture in the combustion chamber
yields a more even distribution of
the mixture and therefore better and
faster combustion.

64 b Model Year 2005 I Model 171

Engine 272 - Combustion

Engine
i Charge movement
There are two different charge
movements in the cylinder –
swirl and turbulence. The swirl
mirrors the action of the
cylinder axle whereas the
turbulence motion is perpen-
dicular to this. The upwards
movement of the piston
converts the turbulence move-
ment into self-amplifying,
complex turbulence. This leads
to good ignition and burn-
through conditions in the
mixture.
The results are: Charge movement in the A Swirl
cylinder B Turbulence
• good ignition of the mixture
made leaner by the internal
EGR,
• faster and more complete
combustion
• lower fuel consumption
• smoother running.

Turbulence flap in the intake manifold

1 Turbulence flap

Model Year 2005 I Model 171 b 65

 Engine 272 - Combustion
Engine

Secondary Air Injection (AIR)

The excellent exhaust emissions of
the M 272 is achieved in part by
secondary air injection with
increased throughput.
Secondary air injection in the ports
of the cavity-insulated exhaust
manifold results in after burning of
uncombusted gas. This raises the
exhaust port temperature, bringing
the catalytic converters more
quickly up to operating temperature
as a result.
The injection points have been
determined on the basis of the flow
patterns in the exhaust ports of the
cylinder head. This ensures more
even distribution of the air to all Secondary air injection
exhaust ports in the cylinder head.
1 Secondary air injection combi-valve
Each cylinder has one injection 2 Electric AIR pump
point per exhaust valve.

Injection points in the cylinder 1 Air duct

head 2 Injection points

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 Engine 272 - Combustion

Engine
Emission controls

Environment Oxygen sensors

The elaborate measures taken for Each of the two catalytic converters
emission controls including mono- has a control sensor and a guide
lith coating of the catalytic sensor.
converters fulfil the LEV II limits.
Thanks to the linear control of the
The exhaust manifold has a double- control sensor they supply the
flow design with two walls (cavity engine control module with precise
insulated). data about the exhaust gas compo-
sition immediately after a cold start.
The engine control module then
Catalytic converters adjusts the ignition timing so that
the catalytic converters quickly
Catalytic converters fitted close to reach their operating temperature.
the engine, each with 1.4 l volume,
have the following benefits:
• Improved light-off in the catalytic
converters,
• Long catalytic service life
• Reduction of high-frequency
structure-borne noise.

Catalytic converter mounted close to engine

1 Oxygen-guide sensor
2 Oxygen-control sensor

Model Year 2005 I Model 171 b 67

 Engine 272 - Cooling and lubrication
Engine

Engine lubrication

Lubricating oil circulation 1 Oil pump 8 Oil injection jets, piston

2 Engine oil cooler 9 Camshaft adjuster
A Oil sump
3 Engine oil filter 10 Camshaft (intake/exhaust)
B Timing cover
4 Timing chain tensioner bearing
C Crankcase
5 Main oil duct 11 Hydraulic valve lifters
D Cylinder head, right
6 Balancer shaft bearing 12 Bearing lubrication, vacuum
E Cylinder head, right
7 Crankshaft and con rod pump
F Special units
bearing

The camshaft is hollow inside and Lubricating oil is taken from the left
uses this cavity to supply the cylinder head for the bearings of the
camshaft adjusters and their two vacuum pump which is fitted in
center bearing points with lubri- some engine versions.
cating oil. The rear bearing position
is supplied via a bore hole in the
cylinder head.

68 b Model Year 2005 I Model 171

 Engine 272 - Cooling and lubrication

Engine
Engine cooling

Triple-plate thermostat

The new heat management system

contributes to the lower fuel
consumption of the M 272.
A new type of electronic map-
controlled triple-plate thermostat
controls the flow of coolant around
the engine in all operating condi-
tions. The opening temperature of
the triple-plate thermostat can be
actively controlled by a heating
element in the expansion cartridge.

Triple-plate thermostat

Triple-plate thermostat (Y110)

1 Heating element with electrical connection

Model Year 2005 I Model 171 b 69

 Engine 272 - Cooling and lubrication
Engine

Triple-plate thermostat
operating modes

Short-circuited coolant
In a cold start when the duo or
heating cut-off valve (depending on
type) is closed, the coolant remains
short-circuited in the engine in the
coolant cycle. The coolant pump
"stirs" the coolant.
Advantage: The engine achieves its
operating temperature more
quickly.
Raised coolant temperature
In a warm engine at part-throttle the
coolant temperature can be raised
to around 100 °C. At full-throttle
and in temperature-critical oper-
ating conditions the coolant temper-
ature is lowered (80 °C in summer /
90 °C in winter).
Advantage: The engine is designed
to run at the optimum temperature,
even at very low or very high loads.
Reducible engine short circuit
Triple-plate thermostat 1 to the radiator
The triple-plate thermostat reduces operating modes 2 from the engine
the coolant flow through the engine 3 to coolant pump (short/circuit)
A Full reduction
to allow a greater quantity to flow B Short-circuit mode
through the heating system heater. C Mixed mode
D Radiator mode
Advantage: A highly effective
heating system which reacts
quickly.

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 Engine 272 - Cooling and lubrication

Engine
Schematic coolant cycle, based 6 Triple-plate thermostat A Coolant return
on R 171 (radiator mode shown) 7 Washer water heating B Coolant feed
8 Duo valve C Venting
1 Coolant pump
9 Heating system heat D Full reduction
2 Engine cooling, radiator
exchanger E Short-circuit mode
3 Check valve
10 Plug coupling F Mixed mode
4 Coolant recovery bottle with
11 Shut-off valve G Radiator mode
silica gel
12 Cylinder crankcase with
5 Electric coolant pump, heating
cylinder heads
circulation
13 Engine oil cooler

Full reduction Mixed mode Duo valve/heating shut-off valve

To speed up warming of the engine, The connections to the radiator and A duo or a heating shut-off valve (not
the connections to the radiator and the coolant pump are partially shown) is fitted, depending on the
the coolant pump (short-circuit) are opened depending on the degree of engine type. These valves interrupt
fully closed. The coolant remains cooling required. the supply of coolant to the heating
stationary. system heat exchanger to warm up
Radiator mode the engine more quickly.
Short-circuit mode
For maximum cooling the connec-
During the warm-up phase, the tion to the radiator is opened 100 %,
connection to the coolant pump is the connection to the coolant pump
gradually opened until it is 100 % is closed.
open.

Model Year 2005 I Model 171 b 71

 Engine 272 - Engine electrical/electronics
Engine

Engine control
Engine management of the M272 is
done by the engine control module,
the ME 9.7.
To help achieve short electrical
paths, the engine control module is
mounted on the induction pipe of
the engine, i.e. it is an integral part
of the engine design. The mounting
of the control module on the engine
also offers benefits in production.
As with the M 271, the M 272 also
features a two-computer design
engine control module.

Knock sensor
Engine control module mounted on intake manifold
Two knock sensors, one per cylinder
bank, detect any combustion knock.
The sensors are piezoceramic and
correct the ignition timing as
required.

1 Knock sensors

72 b Model Year 2005 I Model 171

 Engine 272 - Engine electrical/electronics

Engine
Coil

Individual coils with integrated igni-

tion output stage are used in the
M 272 The coils are controlled by
the engine control module via a
dedicated control lead.

Generator interface

The generator communicates with

the engine control module via the
LIN bus.
This means that the engine control
module can influence the control
1 Coil
action of the generator by
prescribing a target control voltage.
Conversely, the generator also
signals any errors to the engine
control module.

i LIN-bus
LIN stands for
Local Interconnect Network.
The LIN bus is a bi-directional
single-wire interface with a
maximum transmission rate of
20 kbit/s.
The LIN bus links up intelligent
engine components which do
not require high data
transmission rates.

Model Year 2005 I Model 171 b 73