Mixture Formation -- Basic Knowledge -- 251 Chassis: Overview Mercedes-Benz R-class W251 facelift

Component description for fuel injection valves - GF07.03-P-6010V

ENGINE 272.920 in MODEL 203 up to Model Year 8

ENGINE 272.922 in MODEL 211

ENGINE 272.940 in MODEL 203 up to Model Year 8

ENGINE 272.941 in MODEL 203 up to Model Year 8

ENGINE 272.942 in MODEL 171 up to Model Year 8

ENGINE 272.943 in MODEL 211, 219

ENGINE 272.944 in MODEL 211

ENGINE 272.945 in MODEL 251 up to Model Year 8

ENGINE 272.946 in MODEL 221 up to Model Year 8

ENGINE 272.960 in MODEL 203 up to Model Year 8

ENGINE 272.963 in MODEL 171 up to Model Year 8

ENGINE 272.964 in MODEL 211, 219

ENGINE 272.965 in MODEL 221 up to Model Year 8

ENGINE 272.966 in MODEL 230 up to Model Year 8

ENGINE 272.967 in MODEL 164, 251 up to Model Year 8

ENGINE 272.970 in MODEL 203 up to Model Year 8

ENGINE 272.972 in MODEL 211

ENGINE 272.975 in MODEL 221 up to Model Year 8

ENGINE 273.922 in MODEL 221 up to Model Year 8

ENGINE 273.923 in MODEL 164 up to Model Year 8

ENGINE 273.924 in MODEL 221 up to Model Year 8

ENGINE 273.960 in MODEL 211, 219

ENGINE 273.961 in MODEL 216, 221 up to Model Year 8

ENGINE 273.962 in MODEL 211

ENGINE 273.963 in MODEL 164, 251 up to Model Year 8

ENGINE 273.965 in MODEL 230 up to Model Year 8

ENGINE 273.967 in MODEL 209

ENGINE 273.968 in MODEL 221 up to Model Year 8

ENGINE 272.940 in MODEL 209

ENGINE 272.960 in MODEL 209

Shown on ENGINE 272

Scheme 87

Location

The fuel injection valves are mounted between fuel distribution tube and cylinder heads.

Task

Spraying the fuel onto the injectors in the form a finely atomized spray

Design

Scheme 88

Function

If solenoid winding is energized, the nozzle needle is raised by the solenoid armature about 0.1 mm against the force of the coil spring.

The fuel flows through an outlet opening and is sprayed onto the injectors in a finely atomized spray.

The supply voltage to the fuel injection valves is provided via fused terminal 87. Corresponding long electrical ground pulses from the ME control unit facilitate actuation.

The diameter and number of the outlet holes (a) are adjusted to the fuel requirements of the engine

Scheme 89

The fuel injection valves are actuated by the ME-SFI control unit, in other words one injection valve is assigned to each cylinder which meters the quantity of fuel calculated for the cylinder.

In case of detected misfires, the actuation of the corresponding cylinder is interrupted.

Component description for a camshaft Hall sensor - GF07.04-P-6020V

ENGINE 272.920 in MODEL 203 up to Model Year 8

ENGINE 272.922 in MODEL 211

ENGINE 272.940 in MODEL 203 up to Model Year 8

ENGINE 272.941 in MODEL 203 up to Model Year 8

ENGINE 272.942 in MODEL 171 up to Model Year 8

ENGINE 272.943 in MODEL 211, 219

ENGINE 272.944 in MODEL 211

ENGINE 272.945 in MODEL 251 up to Model Year 8

ENGINE 272.946 in MODEL 221 up to Model Year 8

ENGINE 272.960 in MODEL 203 up to Model Year 8

ENGINE 272.963 in MODEL 171 up to Model Year 8

ENGINE 272.964 in MODEL 211, 219

ENGINE 272.965 in MODEL 221 up to Model Year 8

ENGINE 272.966 in MODEL 230 up to Model Year 8

ENGINE 272.967 in MODEL 164, 251 up to Model Year 8

ENGINE 272.970 in MODEL 203 up to Model Year 8

ENGINE 272.972 in MODEL 211

ENGINE 272.975 in MODEL 221 up to Model Year 8

ENGINE 272.985 in MODEL 211, 219

ENGINE 273.922 in MODEL 221 up to Model Year 8

ENGINE 273.923 in MODEL 164 up to Model Year 8

ENGINE 273.924 in MODEL 221 up to Model Year 8

ENGINE 273.960 in MODEL 211, 219

ENGINE 273.961 in MODEL 216, 221 up to Model Year 8

ENGINE 273.962 in MODEL 211

ENGINE 273.963 in MODEL 164, 251 up to Model Year 8

ENGINE 273.965 in MODEL 230 up to Model Year 8

ENGINE 273.967 in MODEL 209

ENGINE 273.968 in MODEL 221 up to Model Year 8

ENGINE 272.940 in MODEL 209

ENGINE 272.960 in MODEL 209

Scheme 90

Location

The camshaft Hall sensors are located before the respective camshaft.

Task

Detects the camshaft position for the following functions contactlessly via the pulse wheel at the front at every camshaft

1. Camshaft adjustment
2. Synchronization of the ignition and injection sequence (recognition of ignition TDC).

Design

Hall sensor in plastic housing with

3-pole plug connection, distance from pulse wheel of 0.2 to 1.8 mm.

Function

The camshaft positions are detected by the camshaft Hall sensor, which detects the position of the pulse wheels at the front on the camshafts. The camshaft position can already be detected when the engine is stationary by the electronics for the Hall sensor. This results in an improvement in the exhaust levels because the optimal injected quantity of fuel can be assigned to each cylinder immediately when the engine is started (quick-start function).

Four signals are generated per rotation of the camshaft whereby the signal switches between about 5 V ("HIGH") and 0 volt ("LOW"). If an opening in the pulse wheel is opposite the sensor, the signal is approx. 5 V.

The signals are used to control and diagnose the camshaft adjustment, to synchronize the crankshaft and camshaft position (detection of ignition TDC cylinder 1) and for emergency starting of the engine when the crankshaft Hall sensor is faulty.

Window positions at pulse wheels

Scheme 91

The stated angle at the pulse wheels must be doubled to maintain the crank angle

Shown on engine 272

Scheme 92

Shown on engine 273

Scheme 93

Knock sensor component description - GF07.04-P-6030V

ENGINE 272.920 in MODEL 203 up to Model Year 8

ENGINE 272.922 in MODEL 211

ENGINE 272.940 in MODEL 203 up to Model Year 8

ENGINE 272.941 in MODEL 203 up to Model Year 8

ENGINE 272.942 in MODEL 171 up to Model Year 8

ENGINE 272.943 in MODEL 211, 219

ENGINE 272.944 in MODEL 211

ENGINE 272.945 in MODEL 251 up to Model Year 8

ENGINE 272.946 in MODEL 221 up to Model Year 8

ENGINE 272.960 in MODEL 203 up to Model Year 8

ENGINE 272.963 in MODEL 171 up to Model Year 8

ENGINE 272.964 in MODEL 211, 219

ENGINE 272.965 in MODEL 221 up to Model Year 8

ENGINE 272.966 in MODEL 230 up to Model Year 8

ENGINE 272.967 in MODEL 164, 251 up to Model Year 8

ENGINE 272.970 in MODEL 203 up to Model Year 8

ENGINE 272.972 in MODEL 211

ENGINE 272.975 in MODEL 221 up to Model Year 8

ENGINE 272.985 in MODEL 211, 219

ENGINE 273.922 in MODEL 221 up to Model Year 8

ENGINE 273.923 in MODEL 164 up to Model Year 8

ENGINE 273.924 in MODEL 221 up to Model Year 8

ENGINE 273.960 in MODEL 211, 219

ENGINE 273.961 in MODEL 216, 221 up to Model Year 8

ENGINE 273.962 in MODEL 211

ENGINE 273.963 in MODEL 164, 251 up to Model Year 8

ENGINE 273.965 in MODEL 230 up to Model Year 8

ENGINE 273.967 in MODEL 209

ENGINE 273.968 in MODEL 221 up to Model Year 8

ENGINE 272.940 in MODEL 209

ENGINE 272.960 in MODEL 209

Scheme 94

Location

The knock sensors are located at the top of the crankcase under the intake manifold.

Task

The knock sensors detect combustion knocks at excessively high vibrations at the crankcase. Anti-knock control thereby corrects the ignition timing for each individual cylinder when the engine is warm.

Body

The knock sensors function according to the piezoceramic principle.

The screened cables are connected directly to the knock sensors.

Scheme 95

Function

Any vibrations which occur are converted with the aid of the piezoceramic into electrical signals.

Piezo-electric effect: If a mechanical force acts on a crystal, electrical voltages are produced.

The noise signal is modulated to a DC voltage from 0.13 to 4.7 V for transmission to the ME control unit.

Knock sensor signals may also indicate engine damage, e.g. increased engine noise resulting from a widened piston groove

Pressure sensor component description - GF07.04-P-6060V

ENGINE 272.920 in MODEL 203 up to Model Year 8

ENGINE 272.922 in MODEL 211

ENGINE 272.940 in MODEL 203 up to Model Year 8

ENGINE 272.941 in MODEL 203 up to Model Year 8

ENGINE 272.942 in MODEL 171 up to Model Year 8

ENGINE 272.943 in MODEL 211, 219

ENGINE 272.944 in MODEL 211

ENGINE 272.945 in MODEL 251 up to Model Year 8

ENGINE 272.946 in MODEL 221 up to Model Year 8

ENGINE 272.960 in MODEL 203 up to Model Year 8

ENGINE 272.963 in MODEL 171 up to Model Year 8

ENGINE 272.964 in MODEL 211, 219

ENGINE 272.965 in MODEL 221 up to Model Year 8

ENGINE 272.966 in MODEL 230 up to Model Year 8

ENGINE 272.967 in MODEL 164, 251 up to Model Year 8

ENGINE 272.970 in MODEL 203 up to Model Year 8

ENGINE 272.972 in MODEL 211

ENGINE 272.975 in MODEL 221 up to Model Year 8

ENGINE 272.985 in MODEL 211, 219

ENGINE 273.922 in MODEL 221 up to Model Year 8

ENGINE 273.923 in MODEL 164 up to Model Year 8

ENGINE 273.924 in MODEL 221 up to Model Year 8

ENGINE 273.960 in MODEL 211, 219

ENGINE 273.961 in MODEL 216, 221 up to Model Year 8

ENGINE 273.962 in MODEL 211

ENGINE 273.963 in MODEL 164, 251 up to Model Year 8

ENGINE 273.965 in MODEL 230 up to Model Year 8

ENGINE 273.967 in MODEL 209

ENGINE 273.968 in MODEL 221 up to Model Year 8

ENGINE 272.940 in MODEL 209

ENGINE 272.960 in MODEL 209

Scheme 96

Location

The pressure sensor is located at the top on the left cylinder head.

task

The pressure sensor detects the absolute pressure in the suction pipe.

The intake manifold pressure is used to detect the air mass when starting the engine. When the engine has started, the signal from the hot film MAF sensor is monitored.

Function

The intake manifold pressure distorts a diaphragm which has an effect on the piezo resistor. This alters the resistance value of the piezo resistor and influences the output voltage, which is used as information regarding the intake manifold for the ME control unit.

Body

Scheme 97

ENGINE 272.920 in MODEL 203 up to Model Year 8

ENGINE 272.922 in MODEL 211

ENGINE 272.940 in MODEL 203 up to Model Year 8

ENGINE 272.941 in MODEL 203 up to Model Year 8

ENGINE 272.942 in MODEL 171 up to Model Year 8

ENGINE 272.943 in MODEL 211, 219

ENGINE 272.944 in MODEL 211

ENGINE 272.945 in MODEL 251 up to Model Year 8

ENGINE 272.946 in MODEL 221 up to Model Year 8

ENGINE 272.960 in MODEL 203 up to Model Year 8

ENGINE 272.963 in MODEL 171 up to Model Year 8

ENGINE 272.964 in MODEL 211, 219

ENGINE 272.965 in MODEL 221 up to Model Year 8

ENGINE 272.966 in MODEL 230 up to Model Year 8

ENGINE 272.967 in MODEL 164, 251 up to Model Year 8

ENGINE 272.970 in MODEL 203 up to Model Year 8

ENGINE 272.972 in MODEL 211

ENGINE 272.975 in MODEL 221 up to Model Year 8

ENGINE 272.985 in MODEL 211, 219

ENGINE 273.922 in MODEL 221 up to Model Year 8

ENGINE 273.923 in MODEL 164 up to Model Year 8

ENGINE 273.924 in MODEL 221 up to Model Year 8

ENGINE 273.960 in MODEL 211, 219

ENGINE 273.961 in MODEL 216, 221 up to Model Year 8

ENGINE 273.962 in MODEL 211

ENGINE 273.963 in MODEL 164, 251 up to Model Year 8

ENGINE 273.965 in MODEL 230 up to Model Year 8

ENGINE 273.967 in MODEL 209

ENGINE 273.968 in MODEL 221 up to Model Year 8

ENGINE 272.940 in MODEL 209

ENGINE 272.960 in MODEL 209

Scheme 98

Location

The pressure sensor is located at the top on the left cylinder head.

task

The pressure sensor detects the absolute pressure in the suction pipe.

The intake manifold pressure is used to detect the air mass when starting the engine. When the engine has started, the signal from the hot film MAF sensor is monitored.

Function

The intake manifold pressure distorts a diaphragm which has an effect on the piezo resistor. This alters the resistance value of the piezo resistor and influences the output voltage, which is used as information regarding the intake manifold for the ME control unit.

Body

Scheme 99

O2 sensors, component description - GF07.04-P-6100V

ENGINE 272.920 in MODEL 203 up to Model Year 8

ENGINE 272.922 in MODEL 211 up to Model Year 8

ENGINE 272.940 in MODEL 203 up to Model Year 8

ENGINE 272.941 in MODEL 203 up to Model Year 8

ENGINE 272.942 in MODEL 171 up to Model Year 8

ENGINE 272.943 in MODEL 211, 219

ENGINE 272.944 in MODEL 211

ENGINE 272.945 in MODEL 251 up to Model Year 8

ENGINE 272.946 in MODEL 221 up to Model Year 8

ENGINE 272.960 in MODEL 203 up to Model Year 8

ENGINE 272.963 in MODEL 171 up to Model Year 8

ENGINE 272.964 in MODEL 211, 219

ENGINE 272.965 in MODEL 221 up to Model Year 8

ENGINE 272.966 in MODEL 230 up to Model Year 8

ENGINE 272.967 in MODEL 164, 251 up to Model Year 8

ENGINE 272.970 in MODEL 203 up to Model Year 8

ENGINE 272.972 in MODEL 211

ENGINE 272.975 in MODEL 221 up to Model Year 8

ENGINE 272.985 in MODEL 211, 219

ENGINE 273.922 in MODEL 221 up to Model Year 8

ENGINE 273.923 in MODEL 164 up to Model Year 8

ENGINE 273.924 in MODEL 221 up to Model Year 8

ENGINE 273.960 in MODEL 211, 219

ENGINE 273.961 in MODEL 216, 221 up to Model Year 8

ENGINE 273.962 in MODEL 211

ENGINE 273.963 in MODEL 164, 251 up to Model Year 8

ENGINE 273.965 in MODEL 230 up to Model Year 8

ENGINE 273.967 in MODEL 209

ENGINE 273.968 in MODEL 221 up to Model Year 8

ENGINE 272.940 in MODEL 209

ENGINE 272.960 in MODEL 209

Shown on engine 272.963

Scheme 100

O 2 sensors upstream TWC, location

The O 2 sensors upstream TWC are bolted into the exhaust pipe upstream of the catalytic convertors.

Task of the O 2 sensors upstream TWC

The O 2 sensors upstream TWC (control sensors) are designed as wideband oxygen sensors and detect the residual oxygen content in the exhaust gas for the following tasks

1. Lambda control
2. Self-adaptation of mixture formation
3. Function chain tests.

O 2 sensors upstream TWC, task

Scheme 101

Scheme 102

The balance resistor (6) is dependent on the overall length (L) and on the type of sensor.

While changing the wideband oxygen sensor, the balance resistor is already fitted on the new sensor and must not be changed (resistance depends on the sensor)

O 2 sensors upstream TWC, function

Scheme 103

The broadband oxygen sensor is a planar two-cell limit current sensor which as a result of its modular design integrates several functions.

The sensor element consists of a combination of a Nernst concentration cell (sensor cell) and an oxygen pump cell which transports (pumps) the oxygen ions.

The pump action is a purely physical process.

The sensor is able to measure accurately not only at lambda = 1, but also in the lean and in the rich range.

In combination with the control electronics integrated in the ME-SFI control unit, it supplies within a wide lambda range an unequivocal signal within a wide lambda range (0.7 < lambda < 4.0).

In the case of the oxygen pump cell oxygen ions are "pumped" from the cathode to the anode when an electric voltage is applied to the zirconium dioxide ceramic.

The oxygen pump cell and the Nernst concentration cell are arranged in such a way as to produce a diffusion gap of about 10 - 50 μm between them.

Two porous platinum electrodes, a pump electrode and a Nernst measuring electrode are located within this gap.

The diffusion gap is connected to the exhaust gas by means of a gas inlet hole. The porous diffusion barrier in this case limits the extent to which the oxygen molecules are able to continue flowing.

As a result of this, provided the pump voltage is sufficient, a limit current is produced which is proportional to the oxygen concentration in the exhaust gas. The reference electrode of the Nernst concentration cell is exposed to the ambient air by means of an opening in the reference air passage. The components of the exhaust gas diffuse through the diffusion gap to the electrodes of the oxygen pump cell and of the Nernst concentration cell where they are brought into a thermodynamic equilibrium.

Sensor signal of pump flow

Scheme 104

The electronic circuit in the ME-SFI control unit controls the pump flow through the oxygen pump cell in such a way as to maintain a constant composition of the gas in the diffusion gap lambda = 1.

This corresponds to a voltage at the Nernst concentration cell of U N = 450 mV.

The current required to do this (pump flow), is converted by the ME-SFI control unit into a lambda value.

If the exhaust gas is "lean", U N < 450 mV and the pump cell is actuated in such a way that oxygen is pumped out of the diffusion gap.

if the exhaust gas is rich, U N > 450 mV and the direction of flow is reversed in such a way that the pump cell pumps oxygen into the diffusion gap.

Based on the law of diffusion the pump flow in this case is proportional to the oxygen concentration in the exhaust.

An integrated sensor heating system ensures that it remains at the required operating temperature of approx. 750°C. To ensure the sensor function during engine operation, the broadband sensor is heated constantly.

The temperature control and temperature measurement (by measuring the internal resistance) is performed by the ME-SFI control unit with an internal control electronics.

As a result of its wide control range and its constant sensor characteristic, the wideband oxygen sensor can be used for lambda control of < 0.7 and lambda < 4. It therefore also influences leaner and richer air-fuel mixture compositions, for example during deceleration fuel shutoff or when the engine is warming up

With these characteristics, these sensors are also suitable for lambda control of gasoline engine lean-burn concepts, diesel engines and gas engines.

O2 sensors, component description - GF07.04-P-6100VA

ENGINE 272.920 in MODEL 203 up to Model Year 8

ENGINE 272.922 in MODEL 211 up to Model Year 8

ENGINE 272.940 in MODEL 203 up to Model Year 8

ENGINE 272.941 in MODEL 203 up to Model Year 8

ENGINE 272.942 in MODEL 171 up to Model Year 8

ENGINE 272.943 in MODEL 211, 219

ENGINE 272.944 in MODEL 211

ENGINE 272.945 in MODEL 251 up to Model Year 8

ENGINE 272.946 in MODEL 221 up to Model Year 8

ENGINE 272.960 in MODEL 203 up to Model Year 8

ENGINE 272.963 in MODEL 171 up to Model Year 8

ENGINE 272.964 in MODEL 211, 219

ENGINE 272.965 in MODEL 221 up to Model Year 8

ENGINE 272.966 in MODEL 230 up to Model Year 8

ENGINE 272.967 in MODEL 164, 251 up to Model Year 8

ENGINE 272.970 in MODEL 203 up to Model Year 8

ENGINE 272.972 in MODEL 211

ENGINE 272.975 in MODEL 221 up to Model Year 8

ENGINE 272.985 in MODEL 211, 219

ENGINE 273.922 in MODEL 221 up to Model Year 8

ENGINE 273.923 in MODEL 164 up to Model Year 8

ENGINE 273.924 in MODEL 221 up to Model Year 8

ENGINE 273.960 in MODEL 211, 219

ENGINE 273.961 in MODEL 216, 221 up to Model Year 8

ENGINE 273.962 in MODEL 211

ENGINE 273.963 in MODEL 164, 251 up to Model Year 8

ENGINE 273.965 in MODEL 230 up to Model Year 8

ENGINE 273.967 in MODEL 209

ENGINE 273.968 in MODEL 221 up to Model Year 8

ENGINE 272.940 in MODEL 209

ENGINE 272.960 in MODEL 209

Shown on engine 272.963

Scheme 105

Location

Engine 272 CIS-E: The O2 sensors downstream TWC are bolted onto the side of the catalytic convertors. They are located in the space between the first and the second monoliths.

Engine 272 DE: The O2 sensors downstream TWC are bolted into the exhaust pipes downstream of the catalytic converters.

Shown on engine 272.963, right cylinder bank

Scheme 106

Task

The O 2 sensors downstream of TWC (guide or diagnostic sensors) are designed as planar oxygen sensors and detect the residual oxygen content in the exhaust gas for the following tasks

1. Two-sensor control
2. Monitoring of catalytic converter efficiency.

Design

Scheme 107

Connector for O 2 sensors downstream of TWC, round and square version (View of connector on O 2 sensor)

Scheme 108

Scheme 109

Voltage-free insulated O 2 sensors are used.

The active sensor ceramic consists of a gas permeable ceramic body made of zirconium dioxide. A protective tube with several slots protects the ceramic body from mechanical stresses and from temperature jumps.

They are connected electrically by means of a 4-pin connector.

Advantages of planar sensor compared to finger sensor

1. Stable control characteristic
2. Reduced overall size
3. Quick start (control readiness < 10 s)
4. Reduced heating capacity at operating temperature (< 7 W)
5. Increased temperature resistance.

Functional principle

Scheme 110

Function

The sensor ceramic is conductive for oxygen ions from approx. 300°C. If the oxygen concentration on both sides of the sensor ceramic differs, a voltage is produced at the boundary surfaces as a result of the particular properties of the sensor ceramic (Nernst voltage). This Nernst voltage produces the O 2 sensor signal, which is a measurement for the residual oxygen content in the exhaust gas.

The evaluation circuit of the O 2 sensor signals (in the ME control unit) sends a so-called sensor counter voltage of approx. 450 mV to the O 2 sensor.

If the O 2 sensor is cold, the sensor internal resistance is so high that the O 2 sensor voltage is initially the same as the back voltage irrespective of the mixture composition.

O 2 sensor heater

The O 2 sensors are heated in order to rapidly heat up the sensor ceramic to operating temperature. The sensor heater is actuated by the ME control unit through a ground signal. The heater current in the cold state is increased approximately by the factor 4.

The sensor heater is switched off at coolant temperatures below approx. 20°C and at high engine speeds in order to avoid overheating (thermo shock).

If the O 2 sensor is unplugged, the counter voltage at the ME control unit can be measured against the ground of the O 2 sensor signal

Route of O 2 sensor signal via multiple signal change (schematic)

Faults at the O 2 sensor can be detected by means of the O 2 sensor signal.

Defined limit values must be maintained for the O 2 sensor voltage, the duration of the period and for the sensor status change.

Scheme 111

O 2 sensor signal

Scheme 112

The O 2 sensor signal has a steep voltage jump (lambda=1) at the transition from a rich to a lean mixture. This property is utilized for the measurements.

Component description for the crankshaft Hall sensor - GF07.04-P-6220V

ENGINES 272.920 in MODEL 203 up to Model Year 08/Modification Year 07

ENGINES 272.922 in MODEL 211

ENGINES 272.940 in MODEL 203 up to Model Year 08/Modification Year 07

ENGINES 272.941 in MODEL 203 up to Model Year 08/Modification Year 07

ENGINES 272.942 in MODEL 171 up to Model Year 08/Modification Year 07

ENGINES 272.943 in MODEL 211, 219

ENGINES 272.944 in MODEL 211

ENGINES 272.945 in MODEL 251 up to Model Year 08/Modification Year 07

ENGINES 272.946 in MODEL 221 up to Model Year 08/Modification Year 07

ENGINES 272.960 in MODEL 203 up to Model Year 08/Modification Year 07

ENGINES 272.963 in MODEL 171 up to Model Year 08/Modification Year 07

ENGINES 272.964 in MODEL 211, 219

ENGINES 272.965 in MODEL 221 up to Model Year 08/Modification Year 07

ENGINES 272.966 in MODEL 230 up to Model Year 08/Modification Year 07

ENGINES 272.967 in MODEL 164, 251 up to Model Year 08/modification year 07

ENGINES 272.970 in MODEL 203 up to Model Year 08/Modification Year 07

ENGINES 272.972 in MODEL 211

ENGINES 272.975 in MODEL 221 up to Model Year 08/Modification Year 07

ENGINES 272.985 in MODEL 211, 219

ENGINES 273.922 in MODEL 221 up to Model Year 08/Modification Year 07

ENGINES 273.923 in MODEL 164 up to Model Year 08/Modification Year 07

ENGINES 273.924 in MODEL 221 up to Model Year 08/Modification Year 07

ENGINES 273.960 in MODEL 211, 219

ENGINES 273.961 in MODEL 216, 221 up to Model Year 08/modification year 07

ENGINES 273.962 in MODEL 211

ENGINES 273.963 in MODEL 164, 251 up to Model Year 08/modification year 07

ENGINES 273.965 in MODEL 230 up to Model Year 08/Modification Year 07

ENGINES 273.967 in MODEL 209

ENGINES 273.968 in MODEL 221 up to Model Year 08/Modification Year 07

ENGINES 272.940 in MODEL 209

ENGINES 272.960 in MODEL 209

Scheme 113

Location

The crankshaft Hall sensor is located behind the left cylinder bank.

Task

It detects the engine speed and the crankshaft position by scanning a perforated plate welded to the starter ring gear (incremental wheel).

Design

Hall sensor in plastic housing with 3-pole plug connection, distance from the increment wheel 0.3 to 1.3 mm.

Scheme 114

Function

The crankshaft Hall sensor scans the increment wheel at the starter ring gear. The increment wheel has 58 links and a gap, at which two links are missing (60-2).

Each 4 mm wide link generates a signal change at the crankshaft Hall sensor. The signal changes in the link center from around 5 V to around 0 V (negative signal edge).

No signal change takes place at the gap with the 2 missing links. The ME-SFI [ME] control unit detects the TDC position of cylinder 1 with the 2nd negative flank after the gap.

In the ignition TDC of cylinder 1, the signals from the camshaft Hall sensor are also "LOW".

Only the negative signal edge of the crankshaft Hall sensor signal is ever evaluated. For example, for a frequency measurement, the gap between two negative edges must be measured

The rising negative edge of the signals occurs when a window is located opposite the crankshaft Hall sensor (no material). At the wide gap in particular, the signal fluctuates greatly and is therefore not used.

Shown on engine 272

Shown on engine 273

Scheme 115

Component description for the position sensor tumble flap - GF07.04-P-6230V

ENGINE 272.920 in MODEL 203 up to Model Year 8

ENGINE 272.922 in MODEL 211

ENGINE 272.940 in MODEL 203 up to Model Year 8

ENGINE 272.941 in MODEL 203 up to Model Year 8

ENGINE 272.942 in MODEL 171 up to Model Year 8

ENGINE 272.943 in MODEL 211, 219

ENGINE 272.944 in MODEL 211

ENGINE 272.945 in MODEL 251 up to Model Year 8

ENGINE 272.946 in MODEL 221 up to Model Year 8

ENGINE 272.960 in MODEL 203 up to Model Year 8

ENGINE 272.963 in MODEL 171 up to Model Year 8

ENGINE 272.964 in MODEL 211, 219

ENGINE 272.965 in MODEL 221 up to Model Year 8

ENGINE 272.966 in MODEL 230 up to Model Year 8

ENGINE 272.967 in MODEL 164, 251 up to Model Year 8

ENGINE 272.970 in MODEL 203 up to Model Year 8

ENGINE 272.972 in MODEL 211

ENGINE 272.975 in MODEL 221 up to Model Year 8

ENGINE 273.922 in MODEL 221 up to Model Year 8

ENGINE 273.923 in MODEL 164 up to Model Year 8

ENGINE 273.924 in MODEL 221 up to Model Year 8

ENGINE 273.960 in MODEL 211, 219

ENGINE 273.961 in MODEL 216, 221 up to Model Year 8

ENGINE 273.962 in MODEL 211

ENGINE 273.963 in MODEL 164, 251 up to Model Year 8

ENGINE 273.965 in MODEL 230 up to Model Year 8

ENGINE 273.967 in MODEL 209

ENGINE 273.968 in MODEL 221 up to Model Year 8

ENGINE 272.940 in MODEL 209

ENGINE 272.960 in MODEL 209

Scheme 116

Location

The position sensors are located at the rear on the intake manifold over the tumble flap shafts.

Task

To diagnose the tumble flap switchover, the position sensors detect the mechanical limit positions of the shafts. The swivel range of the tumble flaps between completely swiveled in or out is approx. 56°.

Design

The position sensors function according to the Hall principle.

Function

Two cylindrical magnets with different polarities are attached to each tumble flap shaft.

After swinging out the tumble flaps a cylindrical magnet is located at the Hall sensor and the position sensor interconnects. The signal at the ME-SFI [ME] control unit is about 0 V (tumble flaps actuated).

If the tumble flaps swing back then the other poled cylindrical magnet is on the Hall sensor is in the rest position. The position sensor opens and interrupts the connection to ground. The signal at the ME-SFI [ME] control unit is now about 5 V (tumble flaps not actuated).

The position sensors must switch no later than approx. 5° before the respective limit position. For reasons of tolerance, they may also switch up to approx. 16° before the limit position.

Component description for the intake manifold tumble flap switchover valve - GF07.05-P-6030V

ENGINE 272.920 in MODEL 203 up to Model Year 8

ENGINE 272.922 in MODEL 211

ENGINE 272.940 in MODEL 203 up to Model Year 8

ENGINE 272.941 in MODEL 203 up to Model Year 8

ENGINE 272.942 in MODEL 171 up to Model Year 8

ENGINE 272.943 in MODEL 211, 219

ENGINE 272.944 in MODEL 211

ENGINE 272.945 in MODEL 251 up to Model Year 8

ENGINE 272.946 in MODEL 221 up to Model Year 8

ENGINE 272.960 in MODEL 203 up to Model Year 8

ENGINE 272.963 in MODEL 171 up to Model Year 8

ENGINE 272.964 in MODEL 211, 219

ENGINE 272.965 in MODEL 221 up to Model Year 8

ENGINE 272.966 in MODEL 230 up to Model Year 8

ENGINE 272.967 in MODEL 164, 251 up to Model Year 8

ENGINE 272.970 in MODEL 203 up to Model Year 8

ENGINE 272.972 in MODEL 211

ENGINE 272.975 in MODEL 221 up to Model Year 8

ENGINE 273.922 in MODEL 221 up to Model Year 8

ENGINE 273.923 in MODEL 164 up to Model Year 8

ENGINE 273.924 in MODEL 221 up to Model Year 8

ENGINE 273.960 in MODEL 211, 219

ENGINE 273.961 in MODEL 216, 221 up to Model Year 8

ENGINE 273.962 in MODEL 211

ENGINE 273.963 in MODEL 164, 251 up to Model Year 8

ENGINE 273.965 in MODEL 230 up to Model Year 8

ENGINE 273.967 in MODEL 209

ENGINE 273.968 in MODEL 221 up to Model Year 8

ENGINE 272.940 in MODEL 209

ENGINE 272.960 in MODEL 209

Shown on ENGINE 272

Scheme 117

Location

The variable intake manifold switchover valve is mounted at the front of the variable intake manifold.

Task

Pressurize tumble flap switchover aneroid capsule with vacuum or admitting air.

Scheme 118

Function

Voltage is supplied from terminal 87. Coil resistance is approx. 30 ohms. The switchover valve is actuated at the ground side by the engine control unit through its own output stage.

A valve plate actuated by the coil armature switches between the atmospheric memory (ventilation via cap/flap??) and the vacuum memory.

Hot film MAF sensor, component description - GF07.07-P-6000V

ENGINE 272.920 in MODEL 203 up to Model Year 8

ENGINE 272.922 in MODEL 211

ENGINE 272.940 in MODEL 203 up to Model Year 8

ENGINE 272.941 in MODEL 203 up to Model Year 8

ENGINE 272.942 in MODEL 171 up to Model Year 8

ENGINE 272.943 in MODEL 211, 219

ENGINE 272.944 in MODEL 211

ENGINE 272.945 in MODEL 251 up to Model Year 8

ENGINE 272.946 in MODEL 221 up to Model Year 8

ENGINE 272.960 in MODEL 203 up to Model Year 8

ENGINE 272.963 in MODEL 171 up to Model Year 8

ENGINE 272.964 in MODEL 211, 219

ENGINE 272.965 in MODEL 221 up to Model Year 8

ENGINE 272.966 in MODEL 230 up to Model Year 8

ENGINE 272.967 in MODEL 164, 251 up to Model Year 8

ENGINE 272.970 in MODEL 203 up to Model Year 8

ENGINE 272.972 in MODEL 211

ENGINE 272.975 in MODEL 221 up to Model Year 8

ENGINE 272.985 in MODEL 211, 219

ENGINE 273.922 in MODEL 221 up to Model Year 8

ENGINE 273.923 in MODEL 164 up to Model Year 8

ENGINE 273.924 in MODEL 221 up to Model Year 8

ENGINE 273.960 in MODEL 211, 219

ENGINE 273.961 in MODEL 216, 221 up to Model Year 8

ENGINE 273.962 in MODEL 211

ENGINE 273.963 in MODEL 164, 251 up to Model Year 8

ENGINE 273.965 in MODEL 230 up to Model Year 8

ENGINE 273.967 in MODEL 209

ENGINE 273.968 in MODEL 221 up to Model Year 8

ENGINE 272.940 in MODEL 209

ENGINE 272.960 in MODEL 209

Scheme 119

Location

The hot film mass air flow sensor is located behind the intake manifold between the air filter housing and the throttle valve actuator.

Scheme 120

Task

The hot film MAF sensor detects the air mass supplied to the engine and the intake air temperature.

Design

A temperature-controlled resistor detects the air mass and an integral NTC resistor detects the intake air temperature.

The flow to the hot film sensors is even through the grid. The hot film MAF sensor has an oval housing and 4-pin (production start) or 5-pin plug connector.

The electronics and the housing have undergone a number of modifications (please note part number!).

Function

The electronic control in hot film mass air flow sensor controls the temperature of the heating resistor (R H ) by means of a variable voltage, so that its temperature is 160°C above the intake air temperature detected by the temperature resistor (R L ).

The temperature of the heating resistor (R H ) is detected by the sensor resistor (R S ). If a temperature change occurs as a result of an increased or reduced air flow, the electronics adapts the voltage at the heating resistor (R H ) until the temperature difference is again achieved.

This control voltage is used by the engine control unit as a measure for the metered air mass. The air mass is transmitted via a frequency signal (low frequency for low air mass) to the ME control unit. Using STAR DIAGNOSIS, the cycle duration of the frequency signal can be read out in seconds.

The intake air temperature is detected by an additional NTC resistor.

Examples

EXAMPLES

Hot film MAF sensors with the number A 273 094 08 48 and higher provide the engine control unit with an additional signal at a frequency ranging between 17 and 21 Hz (44 to 54 ms). With this so-called ratio-metric frequency signal, the engine control unit compensates for the temperature and voltage influences at the air mass signal

The engine control unit also detects the version of the hot film MAF sensor via the duty cycle.

Motor electronics (ME-SFI) gasoline injection and ignition system, model and major assembly overview - GF07.61-P-0001-12MIG

Table of contents for function description of motor electronics (ME-SFI) fuel injection and ignition system - GF07.61-P-0999MIG

ENGINES 272.945 in MODEL 251.054/154 as of model year 2009/AEJ 08

ENGINES 272.967 in MODEL 164.186 as of model year 2009/AEJ 08 model refinement package

ENGINES 272.967 in MODEL 164.156

ENGINES 272.967 in MODEL 251.056/065/156/165 as of model year 2009/AEJ 08

ENGINES 273.923 in MODEL 164.871 as of model year 2009/AEJ 08

ENGINES 273.963 in MODEL 164.172 as of model year 2009/AEJ 08 model refinement package

ENGINES 273.963 in MODEL 164.886, 251.072/172 as of model year 2009/AEJ 08

Table of contents for function description of motor electronics (ME-SFI) fuel injection and ignition system - GF07.61-P-0999V

ENGINE 272.920 in MODEL 203.052/252/752 up to Model Year 2008/AEJ 07

ENGINE 272.922 in MODEL 211.052

ENGINE 272.940 in MODEL 203.054/254 up to Model Year 2008/AEJ 07

ENGINE 272.941 in MODEL 203.092/292 up to Model Year 2008/AEJ 07

ENGINE 272.942 in MODEL 171.454 up to Model Year 2008/AEJ 07

ENGINE 272.943 in MODEL 211.054/254, 219.354

ENGINE 272.944 in MODEL 211.092/292

ENGINE 272.945 in MODEL 251.054/154 up to Model Year 2008/AEJ 07

ENGINE 272.946 in MODEL 221.054/154 up to Model Year 2008/AEJ 07

ENGINE 272.960 in MODEL 203.056/256/756 up to Model Year 2008/AEJ 07

ENGINE 272.963 in MODEL 171.456 up to Model Year 2008/AEJ 07

ENGINE 272.964 in MODEL 211.056/256, 219.356

ENGINE 272.965 in MODEL 221.056/156 up to Model Year 2008/AEJ 07

ENGINE 272.966 in MODEL 230.456 up to Model Year 2008/AEJ 07

ENGINE 272.967 in MODEL 164.186, 251.056/065/156/165 up to Model Year 2008/AEJ 07

ENGINE 272.970 in MODEL 203.087/287 up to Model Year 2008/AEJ 07

ENGINE 272.972 in MODEL 211.087/287

ENGINE 272.975 in MODEL 221.087/187 up to Model Year 2008/AEJ 07

ENGINE 273.922 in MODEL 221.070/170 up to Model Year 2008/AEJ 07

ENGINE 273.923 in MODEL 164.871 up to Model Year 2008/AEJ 07

ENGINE 273.924 in MODEL 221.084/184 up to Model Year 2008/AEJ 07

ENGINE 273.960 in MODEL 211.072/272, 219.372

ENGINE 273.961 in MODEL 216.371, 221.071/171 up to Model Year 2008/AEJ 07

ENGINE 273.962 in MODEL 211.090/290

ENGINE 273.963 in MODEL 164.886, 251.072/172 up to Model Year 2008/AEJ 07

ENGINE 273.965 in MODEL 230.471 up to Model Year 2008/AEJ 07

ENGINE 273.967 in MODEL 209.372/472

ENGINE 273.968 in MODEL 221.086/186 up to Model Year 2008/AEJ 07

ENGINE 272.940 in MODEL 209.354/454

ENGINE 272.960 in MODEL 209.356/456

Motor electronics (ME-SFI) fuel injection and ignition system, function Model 164, 171, 203, 209, 211, 219, 230, 251 GF07.61-P-0001V Model 216, 221 GF07.61-P-0001VA Motor electronics (ME-SFI) fuel injection and ignition system, location of components Engine side GF07.61-P-0001-01VA Model 164, 251 on the vehicle side GF07.61-P-0001-01VD Model 171 on the vehicle side GF07.61-P-0001-01VB Model 203 on the vehicle side GF07.61-P-0001-01VE Model 209 on the vehicle side GF07.61-P-0001-01VF Model 211, 219 on the vehicle side GF07.61-P-0001-01VC Model 216, 221 on the vehicle side GF07.61-P-0001-01VG Model 203 on the vehicle side GF07.61-P-0001-01VH Motor electronics (ME-SFI) gasoline injection and ignition system function diagram Model 164, 171, 203, 209, 211, 219, 230, 251 GF07.61-P-0001-02V Model 216, 221 GF07.61-P-0001-02VA Motor electronics (ME-SFI) fuel injection and ignition system control unit, input signals GF07.61-P-0001-06V Motor electronics (ME-SFI) fuel injection and ignition system control unit, output signals GF07.61-P-0001-07V ME-SFI fuel injection and ignition system (ME) model and major assembly installation survey GF07.61-P-0001-12V ME-SFI ignition ON, function GF07.61-P-3005V ME-SFI starting, function GF07.61-P-2003V ME-SFI driving mode, function GF07.61-P-2005V ME-SFI idle, function GF07.61-P-2006V Diagnosis fault memory, ME-SFI function GF07.61-P-2004V ME fuel supply, function GF07.61-P-3004V ME-SFI maximum engine speed limitation, function GF07.61-P-3007V ME-SFI start quantity control, function GF07.61-P-3010V ME-SFI post-start enrichment, function GF07.61-P-3011V ME-SFI fuel pump actuation, function GF07.61-P-3012V Purge control valve actuation, function GF07.61-P-3013V ME-SFI acceleration enrichment, function GF07.61-P-3015V ME-SFI part load/full load operation, function GF07.61-P-3016V ME engine speed signal, function GF07.61-P-3017V ME-SFI safety fuel shutoff, function GF07.61-P-3018V ME-SFI limiting maximum vehicle speed, function GF07.61-P-3019V ME-SFI two-sensor control, function GF07.61-P-3020V ME Flexible Fuel Vehicle (FFV), function For with engine 272.920/940 from 1.6.2006 GF07.61-P-3021V ME-SFI warm-up control, function GF07.61-P-3022V Fan control, function GF07.61-P-3023V O 2 sensor heater, function GF07.61-P-3025V Self-adjustment of mixture formation, function GF07.10-P-1029V Correction programming, function GF07.61-P-3031V ME-SFI catalytic converter heating-up, function GF07.61-P-3032V Smooth engine running analysis, function GF07.10-P-1030V ME-SFI synchronization of fuel injection and firing order, function GF07.61-P-4009V ME-SFI overrun fuel shutoff, function GF07.61-P-4019V ME-SFI lambda control, function GF07.61-P-4022V Camshaft adjustment, function GF07.61-P-4021V Intake manifold switchover, function GF07.61-P-3028V ME tumble flap switchover function GF07.61-P-4017V ME engine coolant heat management function Model 171 GF07.61-P-4016V Except model 171 GF07.61-P-4016VB ME engine torque requirements function GF07.61-P-4015V ME power steering pump pressure regulator valve actuation function Model 171, 211, 219 GF07.61-P-4018V ME-SFI transmission shift delay, function with automatic transmission 722.9 GF07.61-P-4023V ME fuel reserve signal, function GF07.61-P-4024V Transmission overload protection, function with automatic transmission 722.9 GF07.61-P-4026V Overheating/pinging protection, function GF07.61-P-4027V ME-SFI alternator interface function GF07.61-P-3003V Voltage supply of ME-SFI control unit, function Model 164, 251 GF07.61-P-5001VA Model 171, 211, 219 GF07.61-P-5001V Model 203, 209 GF07.61-P-5001VB Model 216, 221 GF07.61-P-5001VC Model 230 GF07.61-P-5001VD Air injection, function GF14.30-P-3012V ME-SFI ignition system, function GF15.12-P-0001V Knock control function GF15.12-P-4024V Starter control, function For manual transmission 716.6 GF15.30-P-3000V with automatic transmission 722.9 GF15.30-P-3000VA ME-SFI electronic accelerator, function GF30.20-P-3012V Electronic accelerator pedal emergency running mode, function GF30.20-P-4026V ME-SFI idle speed control, function GF30.22-P-0003V Cruise control (CC), function Model 171, 203, 209, 211, 219, 230 GF30.30-P-0001V On-board refueling vapor recovery function At GF47.10-P-3004V Fuel evaporation control system, function GF47.30-P-3013V Purge system with leak test function At GF47.30-P-3016V Catalytic converter efficiency monitoring function GF49.10-P-3033V CAN data bus, function GF54.00-P-0005VA ME-SFI vehicle features At AH07.61-P-0002-02VU Motor electronics (ME-SFI) fuel injection and ignition system - survey of system components, location/task/design/function GF07.61-P-9999V

ME-SFI part load/full load operation, function - GF07.61-P-3016V

ENGINE 272.920 in MODEL 203 up to Model Year 8

ENGINE 272.922 in MODEL 211

ENGINE 272.940 in MODEL 203 up to Model Year 8

ENGINE 272.941 in MODEL 203 up to Model Year 8

ENGINE 272.942 in MODEL 171 up to Model Year 8

ENGINE 272.943 in MODEL 211, 219

ENGINE 272.944 in MODEL 211

ENGINE 272.945 in MODEL 251 up to Model Year 8

ENGINE 272.946 in MODEL 221 up to Model Year 8

ENGINE 272.960 in MODEL 203 up to Model Year 8

ENGINE 272.963 in MODEL 171 up to Model Year 8

ENGINE 272.964 in MODEL 211, 219

ENGINE 272.965 in MODEL 221 up to Model Year 8

ENGINE 272.966 in MODEL 230 up to Model Year 8

ENGINE 272.967 in MODEL 164, 251 up to Model Year 8

ENGINE 272.970 in MODEL 203 up to Model Year 8

ENGINE 272.972 in MODEL 211

ENGINE 272.975 in MODEL 221 up to Model Year 8

ENGINE 273.922 in MODEL 221 up to Model Year 8

ENGINE 273.923 in MODEL 164 up to Model Year 8

ENGINE 273.924 in MODEL 221 up to Model Year 8

ENGINE 273.960 in MODEL 211, 219

ENGINE 273.961 in MODEL 216, 221 up to Model Year 8

ENGINE 273.962 in MODEL 211

ENGINE 273.963 in MODEL 164, 251 up to Model Year 8

ENGINE 273.965 in MODEL 230 up to Model Year 8

ENGINE 273.967 in MODEL 209

ENGINE 273.968 in MODEL 221 up to Model Year 8

ENGINE 272.940 in MODEL 209

ENGINE 272.960 in MODEL 209

Shown on engine 272

Scheme 121

Part load operation: When the engine is at operating temperature optimal emission levels and good fuel consumption are assured in combination with the lambda control.

Full load operation: Maximum engine torque is produced at a pedal value of > 90 %. The injection time is extended accordingly for this purpose.

The particular quantity of fuel is metered to the engine in line with the performance map. The fuel quantity depends on

1. Coolant temperature
2. Intake air temperature (only in warming-up phase)
3. Engine speed
4. Engine load
5. Closed-loop mixture control
6. Intake manifold length
7. Tumble flap position
8. Camshaft position
9. Ignition angle.

ME-SFI [ME] control unit, component description - GF07.61-P-6000MIG

ENGINES 272.945 in MODEL 251.054/154 as of model year 2009/CY 08

ENGINES 272.967 in MODEL 164.186 as of model year 2009/CY 08 model refinement package

ENGINES 272.967 in MODEL 164.156

ENGINES 272.967 in MODEL 251.056/065/156/165 as of model year 2009/CY 08

Front view of engine compartment model 164

Scheme 122

Location

The ME-SFI [ME] control unit is located in the middle on the variable intake manifold.

Task

The ME-SFI [ME] control unit represents the engine control, when connected electrically with the sensors and actuators of engine 272 KE ( K anal- E inspritzung (port injection)).

The following systems and functions are controlled and coordinated by the ME-SFI [ME] control unit according to input signals

1. Ignition system
2. Fuel supply
3. Injection control
4. Electronic accelerator
5. Diagnosis and fault storage
6. Drive authorization system and immobilizer
7. Regulated camshaft adjustment
8. Intake manifold and tumble flap switchover
9. Heat management
10. Torque interface
11. Alternator interface
12. Emission control

The ME-SFI control unit exchanges data with the other control units on the CAN network over the engine compartment CAN (CAN C).

Input and output signals

The following input signals are evaluated by the engine control and issued in the respective output signals

1. Direct input signals
2. Direct output signals
3. LIN signals
4. CAN input signals
5. CAN output signals

Direct input signals

1. Circuit 15
2. Circuit 30 (fused)
3. Circuit 31
4. Circuit 87 M1
5. Knock sensor 1, on the right (A16/1)
6. Knock sensor 2, on the left (A16/2)
7. Hot film mass air flow sensor (B2/5)
8. Intake air temperature sensor (B2/5b1)
9. Tank pressure sensor (B4/3) (with code (494) USA version)
10. LH intake camshaft Hall sensor (B6/4)
11. Right intake camshaft Hall sensor (B6/5)
12. Left exhaust camshaft Hall sensor (B6/6)
13. RH exhaust camshaft Hall sensor (B6/7)
14. Coolant temperature sensor (B11/4)
15. Pressure sensor (B28) (intake manifold air pressure)
16. Left intake manifold tumble flap position sensor (B28/9)
17. Right intake manifold tumble flap position sensor (B28/10)
18. Accelerator pedal sensor (B37) - potentiometer 1
19. Accelerator pedal sensor - potentiometer 2
20. Crankshaft Hall sensor (B70)
21. Left O 2 sensor, upstream of the catalytic converter (G3/3) (wideband oxygen sensor)
22. Right O 2 sensor, upstream of the catalytic converter (G3/4) (wideband oxygen sensor)
23. LH O 2 sensor downstream of catalytic converter (G3/5) (non-linear oxygen sensor)
24. RH O 2 sensor downstream of catalytic converter (G3/6) (non-linear oxygen sensor)
25. Throttle valve - actual value potentiometer 1 (M16/6r1)
26. Throttle valve - actual value potentiometer 2 (M16/6r2)
27. Crash signal from the restraint system control unit (N2/7)
28. Oil level check switch (S43)

Direct output signals

1. Sensor voltages 1 and 2 (5 V) - engine plug
2. Sensor voltages 1 and 2 (5 V) - vehicle plug
3. Sensor grounds 1 and 2 - engine plug
4. Sensor ground 1 - vehicle plug
5. Accelerator pedal sensor - reference ground for potentiometer 1
6. Accelerator pedal sensor - reference ground for potentiometer 2
7. LH O 2 sensor upstream of catalytic converter - oxygen sensor heater
8. RH O 2 sensor upstream of catalytic converter - oxygen sensor heater
9. LH O 2 sensor downstream of catalytic converter - oxygen sensor heater
10. RH O 2 sensor downstream of catalytic converter - oxygen sensor heater
11. Engine and air conditioning electric suction fan with integrated control (M4/7) - specified speed of the fan
12. Throttle valve - actuator motor (M16/6m1) +
13. Throttle valve - actuator motor (M16/6m1)
14. Engine circuit 87 relay (F58kD)
15. Air pump relay (F58kE)
16. Starter relay (F58kI)
17. Fuel pump control unit (N118) - "fuel pump ON" ground signal
18. Cylinder 1 ignition coil (T1/1)
19. Cylinder 2 ignition coil (T1/2)
20. Cylinder 3 ignition coil (T1/3)
21. Cylinder 4 ignition coil (T1/4)
22. Cylinder 5 ignition coil (T1/5)
23. Cylinder 6 ignition coil (T1/6)
24. Heating system shutoff valve (Y16/2)
25. Variable intake manifold changeover valve (Y22/6)
26. Intake manifold tumble flap switchover valve (Y22/9)
27. Air pump switchover valve (Y32)
28. Left intake camshaft solenoid (Y49/4)
29. Right intake camshaft solenoid (Y49/5)
30. Left exhaust camshaft solenoid (Y49/6)
31. Right exhaust camshaft solenoid (Y49/7)
32. Purge control valve (Y58/1)
33. Activated charcoal canister shutoff valve (Y58/4) (with code (494) USA version)
34. Cylinder 1 fuel injection valve (Y62y1)
35. Cylinder 2 fuel injection valve (Y62y2)
36. Cylinder 3 fuel injection valve (Y62y3)
37. Cylinder 4 fuel injection valve (Y62y4)
38. Cylinder 5 fuel injection valve (Y62y5)
39. Cylinder 6 fuel injection valve (Y62y6)
40. Three-disk thermostat valve (Y110)
41. Engine speed signal (TN)

LIN signals

1. Alternator interface via drive LIN (LIN C1)

CAN input signals

Instrument cluster (A1)

1. Fuel reserve signal

Restraint systems control unit (N2/7)

1. Crash signal

Comfort AAC [KLA] control and operating unit (N22/7)

1. Specified fan speed request
2. Engine torque request

ESP control unit (N47-5)

1. Vehicle speed
2. Wheel speed signal
3. Brake recognition
4. Cruise control request
5. Engine torque request

EIS [EZS] control unit (N73)

1. Start enable (drive authorization system)

Electric controller unit (VGS) control unit (Y3/8)

1. Drive position
2. Transmission mode
3. Actual gear, target gear
4. Engine torque reduction request
5. Starter enable in selector lever position "P, N"
6. Engine idle specified speed (for actuation of the torque converter lockup clutch)
7. Status of torque converter lockup clutch
8. Emergency transmission control

Fuel pump control unit (N118)

1. Diagnostic data

CAN output signals

Instrument cluster

1. Engine oil level too low
2. Circuit 61 signal (generated by the ME-SFI [ME] control unit)
3. 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))

EIS control unit

1. Start query (drive authorization system)

Electric controller unit (VGS) control unit

1. Requests for catalytic converter heating
2. Switching request
3. Engine torque
4. Engine coolant temperature
5. Engine oil temperature
6. Engine speed
7. Engine load
8. Kickdown
9. Engine speed limitation active
10. Limp-home mode engine control

Fuel pump control unit

1. 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.

Voltage 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

The ground connection "circuit 31" takes place via a number of ground lines to the left major assemblies compartment ground, power ground (W16/3).

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 (e.g. on-board diagnosis, drive authorization system, thermal management).

Assembly operations

Scheme 123

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, such as country and exhaust gas variants, are activated with the Diagnosis Assistance System (DAS) using the variant coding function.

Replacement of the ME-SFI [ME] control unit is not necessary.

Wiring diagram for ME-SFI [ME] gasoline injection and ignition system control unit N3/10 Vehicle connector (sheet 1) model 164 PE07.61-P-2101-99MAC N3/10 Vehicle connector (sheet 1) for model 251 PE07.61-P-2101-99RAC Wiring diagram for ME-SFI [ME] gasoline injection and ignition system control unit N3/10 Engine connector (sheet 2) model 164 PE07.61-P-2101-99MAD N3/10 Engine connector (sheet 2) model 251 PE07.61-P-2101-99RAD

ME-SFI [ME] control unit, component description - GF07.61-P-6000V

ENGINE 272.920 in MODEL 203 up to Model Year 8

ENGINE 272.922 in MODEL 211

ENGINE 272.940 in MODEL 203 up to Model Year 8

ENGINE 272.941 in MODEL 203 up to Model Year 8

ENGINE 272.942 in MODEL 171 up to Model Year 8

ENGINE 272.943 in MODEL 211, 219

ENGINE 272.944 in MODEL 211

ENGINE 272.945 in MODEL 251 up to Model Year 8

ENGINE 272.946 in MODEL 221 up to Model Year 8

ENGINE 272.960 in MODEL 203 up to Model Year 8

ENGINE 272.963 in MODEL 171 up to Model Year 8

ENGINE 272.964 in MODEL 211, 219

ENGINE 272.965 in MODEL 221 up to Model Year 8

ENGINE 272.966 in MODEL 230 up to Model Year 8

ENGINE 272.967 in MODEL 164, 251 up to Model Year 8

ENGINE 272.970 in MODEL 203 up to Model Year 8

ENGINE 272.972 in MODEL 211

ENGINE 272.975 in MODEL 221 up to Model Year 8

ENGINE 273.922 in MODEL 221 up to Model Year 8

ENGINE 273.923 in MODEL 164 up to Model Year 8

ENGINE 273.924 in MODEL 221 up to Model Year 8

ENGINE 273.960 in MODEL 211, 219

ENGINE 273.961 in MODEL 216, 221 up to Model Year 8

ENGINE 273.962 in MODEL 211

ENGINE 273.963 in MODEL 164, 251 up to Model Year 8

ENGINE 273.965 in MODEL 230 up to Model Year 8

ENGINE 273.967 in MODEL 209

ENGINE 273.968 in MODEL 221 up to Model Year 8

ENGINE 272.940 in MODEL 209

ENGINE 272.960 in MODEL 209

Shown on ENGINE 272

Scheme 124

Location

The ME 9.7 control unit is located on the intake manifold supporting the engine.

Scheme 125

Task

Controls in line with the input signals the functions of

1. Ignition system/fuel injection system
2. Electronic accelerator/cruise control/idle speed control
3. Diagnosis/fault storage
4. Drive authorization system/immobilizer

Design

Connection is achieved on the engine-side and on-board via two couplings interlocked via slide valves. Cooling fins on the upper side provide the necessary rejection of heat. Vibrations are suppressed by rubber brackets.

Function

Control of fuel injection system

The ME control unit actuates the fuel injection valves separately corresponding to the firing order (sequentially) according to the input signals and the performance maps stored in the ME control unit. The ME-SFI control unit calculates the opening times (injection times) of the fuel injection valves.

Control of ignition system

The ME-SFI [ME] control unit actuates the ignition system according to the input signals and performance maps stored in the ME-SFI [ME] control unit. The ME-SFI control unit calculates the ignition angle values and controls the anti-knock control (AKC).

Control of idle speed control

The throttle valve actuator is actuated on the basis of the input signals and the performance maps stored in the ME control unit.

Control of cruise control

The ME control unit operates the throttle valve actuator for the cruise control function on the basis of the input signals and the position of the cruise control switch.

Additional cruise control functions include variable speed limiter and Distronic.

Diagnosis/DTC memory

The ME-SFI control unit checks its inputs and outputs for plausibility and recognizes possible faults. The following faults can be distinguished

1. Faults present all the time
2. Loose contact faults that have occurred while driving

The faults are erased in the ME-SFI control unit after circuit 30 is interrupted.

Drive authorization system/immobilizer

The ME-SFI control unit is always equipped with an immobilizer. When the vehicle is locked, the drive authorization system control unit transmits information over the CAN data bus to the ME-SFI control unit, which thereupon interlocks the engine management system (fuel injection system). The engine can be started (start enable) only when the vehicle is unlocked with the authorized key again and the control unit of the drive authorization system sends information to this effect to the ME-SFI [ME] control unit via the CAN data bus.

The ME control unit is functional only with a CAN data bus and the FBS 3 drive authorization system

Engine speed signal

The ME control unit generates the short-circuit proof engine speed signal TNA from the signals supplied by the crankshaft position sensor, and outputs them to other control units. 3 pulses are output per engine revolution.

Actuations with STAR DIAGNOSIS

Functions can be actuated specifically for diagnostic purposes. These are listed in a menu item.

Variant coding

For adapting the ME control unit to different vehicle versions and vehicle equipment by means of matching code numbers. Coding is performed with STAR DIAGNOSIS. The variant coding can be used to code the following vehicle versions and equipment variants

1. Vehicle model
2. National version
3. Transmission version
4. with or without TWC

Fuel consumption signal

The consumption signal is calculated from the injection times (e.g. 8 liters/hour) and is transmitted via CAN to the trip computer in the instrument cluster.

Start recognition

The engine control unit is informed about the introduced starting procedure via the CAN message "circuit 50". This is necessary in order, for example, to trigger the start quantity control, the starter control, the post-start enrichment and the ignition timing when starting.

Computer run-on

After the ignition is switched off, the ME-SFI control unit performs a delayed-off run during which certain data memories are updated (e.g. the DTC memory). The run-on time with a warmed up engine is approx. 5 s, but may be extended to several minutes by various functions. After the fault memory has been cleared, the run-on time must expire.

Various engine operating information is transmitted via the CAN databus from the ME control unit to the instrument cluster and to other control units which are connected to the CAN databus

Component description of fuel distribution rail - GF07.61-P-6020V

ENGINE 272.920 in MODEL 203 up to Model Year 8

ENGINE 272.922 in MODEL 211

ENGINE 272.940 in MODEL 203 up to Model Year 8

ENGINE 272.941 in MODEL 203 up to Model Year 8

ENGINE 272.942 in MODEL 171 up to Model Year 8

ENGINE 272.943 in MODEL 211, 219

ENGINE 272.944 in MODEL 211

ENGINE 272.945 in MODEL 251 up to Model Year 8

ENGINE 272.946 in MODEL 221 up to Model Year 8

ENGINE 272.960 in MODEL 203 up to Model Year 8

ENGINE 272.963 in MODEL 171 up to Model Year 8

ENGINE 272.964 in MODEL 211, 219

ENGINE 272.965 in MODEL 221 up to Model Year 8

ENGINE 272.966 in MODEL 230 up to Model Year 8

ENGINE 272.967 in MODEL 164, 251 up to Model Year 8

ENGINE 272.970 in MODEL 203 up to Model Year 8

ENGINE 272.972 in MODEL 211

ENGINE 272.975 in MODEL 221 up to Model Year 8

ENGINE 273.922 in MODEL 221 up to Model Year 8

ENGINE 273.923 in MODEL 164 up to Model Year 8

ENGINE 273.924 in MODEL 221 up to Model Year 8

ENGINE 273.960 in MODEL 211, 219

ENGINE 273.961 in MODEL 216, 221 up to Model Year 8

ENGINE 273.962 in MODEL 211

ENGINE 273.963 in MODEL 164, 251 up to Model Year 8

ENGINE 273.965 in MODEL 230 up to Model Year 8

ENGINE 273.967 in MODEL 209

ENGINE 273.968 in MODEL 221 up to Model Year 8

ENGINE 272.940 in MODEL 209

ENGINE 272.960 in MODEL 209

Shown on ENGINE 272

Scheme 126

Location

The fuel distribution pipe is located at the intake manifold above the injection valves.

Task

The fuel distribution pipe supplies fuel to the injection valves under any operating condition equally and in doing so, balances fluctuations in the fuel pressure, for example, in case of abrupt acceleration by the fuel pressure reservoir, and its own volume.

Design

The injection valves are installed in the fuel distribution tube with an O-ring and a retaining clamp. The fuel feed at 3.8 bar system pressure is located at the left. A pressure gauge connection is located at the right.

Function

Fuel is provided by the fuel distribution pipe in the sufficient quantity for each injection valve.

The pressure gauge connection with valve is used for testing the fuel pressure and for releasing the pressure when carrying out assembly operations.

Always install a new sealing ring after opening the pressure gauge connection

Overview of system components motor electronics (ME-SFI) fuel injection and ignition system - GF07.61-P-9997MIG

ENGINE 272.945 in MODEL 251.054/154 as of Model Year 2009/AEJ 08

ENGINE 272.967 in MODEL 164.186 as of Model Year 2009/AEJ 08 MOPF

ENGINE 272.967 in MODEL 251.056/065/156/165 as of Model Year 2009/AEJ 08

ENGINE 273.923 in MODEL 164.871 as of Model Year 2009/AEJ 08

ENGINE 273.963 in MODEL 164.172 as of Model Year 2009/AEJ 08 MOPF

ENGINE 273.963 in MODEL 164.886, 251.072/172 as of Model Year 2009/AEJ 08