Introduction of the New A-Class AMG with Engine M 133 Model Series 176 AMG. Introduction into Service Manual

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1 Daimler AG Technical Information and Workshop Equipment (GSP/OR) D Stuttgart Introduction of the New A-Class AMG with Engine M 133 Model Series 176 AMG Introduction into Service Manual

2 Mercedes-Benz Service Introduction of the New A-Class AMG with Engine M 133 Model Series 176 AMG Daimler AG Technical Information and Workshop Equipment (GSP/OR) D Stuttgart 1

3 Information and copyright Product Portfolio You can also find comprehensive information on our complete product portfolio in our Internet portal: Link: Questions and suggestions If you have any questions or suggestions concerning this product, please write to us. Phone: +49 (0) by Daimler AG This document, including all its parts, is protected by copyright. Any further processing or use requires the previous written consent of Daimler AG, Department GSP/OR, D Stuttgart. This applies in particular to reproduction, distribution, alteration, translation, microfilming and storage and/or processing in electronic systems, including databases and online services. Image no. of title image: P Image no. Poster: P Order no. of this publication: HLI

4 Contents Preface 4 Overview 5 Brief description 5 Models and major assemblies 6 Equipment 7 Overall vehicle 13 Exterior 13 Technical data 14 Interior 16 Maintenance 19 Maintenance intervals 19 Powerplant 20 Brief description 20 Engine data 21 Engine views 23 Crank assembly 27 Aluminum crankcase 28 Oil pan 31 Cylinder head 32 Chain drive and camshaft adjustment 33 Engine lubrication 35 Injection system 37 Forced induction 41 Vacuum system 47 Charge air cooling 48 Air supply 49 Belt drive 50 Engine cooling 51 Fuel system 55 Exhaust system 57 Engine management 61 Transmission 66 Transmission data 66 4MATIC 68 Chassis 74 Steering 74 Axles and suspension 75 Brake system 76 Wheels and tires 77 Annex 78 Abbreviations 78 Keywords 79 3

5 Preface Dear Reader, This Introduction into Service manual presents the A 45 AMG 4MATIC in model series 176. The purpose of this brochure is to acquaint you with the technical highlights of this new vehicle in advance of its market launch. This brochure is intended to provide information for people employed in service or maintenance and repair as well as for aftersales staff. It is assumed here that the reader is already familiar with the Mercedes-Benz/AMG engines currently on the market. This Introduction into Service manual is not intended as an aid for repairs or for the diagnosis of technical problems. For such needs, more extensive information is available in the Workshop Information System (WIS) and Xentry Diagnostics. WIS is updated continuously. Therefore, the information available there reflects the latest technical status of our vehicles and major assemblies. This Introduction into Service manual presents initial information relating to the A 45 AMG 4MATIC in model series 176 and, as such, is not stored in WIS. The contents of this brochure are not updated. No provision is made for supplements. We will publicize modifications and new features in the relevant WIS documents. The information presented in this Introduction into Service manual may therefore differ from the more up-to-date information found in WIS. All information relating to technical data is valid as of the copy deadline in February 2013 and may therefore differ from the current production configuration. Daimler AG Technical Information and Workshop Equipment (GSP/OR) bbnote Information about the vehicles and about operating the vehicle functions can also be found in the interactive owner's manual on the internet at: 4

6 Vehicle concept/highlights The powerful top-of-the-range new A-Class from Mercedes- Benz ushers in a new era for the performance brand AMG. For the first time in the 45 years of its corporate history, AMG will offer a fascinating high-performance vehicle in the compact class. The new A 45 AMG 4MATIC stand together with other, future high-performance compact cars for exclusive dynamism and the AMG Performance 50 growth strategy. Mercedes-AMG GmbH introduces the first 4-cylinder gasoline engine of its own to feature direct injection and turbocharging. The engine sets new standards in its displacement class and will be launched on the modular front-wheel-drive architecture platform (MFA) with the W 176. Brief description The high-tech package tailored by Mercedes-AMG is a prerequisite for emotional power delivery. As already used in the M 157, AMG again employs the advantages of spray-guided gasoline direct injection with piezo injectors in the M133. The greater thermodynamic efficiency of this technology provides better fuel economy and leads to lower exhaust emissions. Optimum power transmission is ensured by the AMG SPEEDSHIFT DCT 7-speed sport transmission with dual clutch technology and the performance-oriented all-wheel drive. The best preconditions for high cornering speeds and remarkably nimble handling are provided by the AMG sports suspension with independently developed front and rear axles, electromechanical AMG Sport speed-sensitive power steering, the AMG high-performance brake system and the 3-stage ESP with Sport Handling Mode. Overview In terms of power and consumption, the M 133 raises the bar and assumes pole position among its competition. From its 2.0 l displacement, the M 133 develops a maximum output of 265 kw and a maximum torque of 450 Nm. Other highlights are the sand-cast all-aluminum crankcase with NANOSLIDE barrel technology, air/water intercooling, alternator management and the ECO start/stop function. bbnote Further information on the electrical systems in model series 176 (e.g. function descriptions and locations of electrical components) is available in the Workshop Information System (WIS) under Basic Knowledge/ Functions (GF). 5

7 Overview Models and major assemblies Model series Model Engine FDCT Market launch A 45 AMG 4MATIC /13 Mercedes-Benz A 45 AMG 4MATIC (model series 176) P

8 Edition 1 special equipment model (code P19): The ultra exclusive equipment features of the Edition 1 underscore the fascinating esthetics and the individuality of the A 45 AMG 4MATIC in impressive fashion. The Edition 1 will be produced for 6 months from the market launch until December 2013 and will consist of specially matched equipment packages for the exterior and interior. Exterieur components: Red accents (foil) for the AMG radiator grille, outside mirrors and rear wing AMG light alloy wheels, 48.3 cm (19") in multi-spoke design (code 694), matt black finish with 235/35 R 19 on 8J x 19 ET 48 AMG wheel hub covers with center lock effect in redblack with chrome star Paintwork cirrus white (code 650) or cosmos black (code 191) AMG Aerodynamics Package consisting of AMG rear wing (code U47), additional flics (4 each) and larger front splitter in the front skirt AMG sport stripes at the sides, on the engine hood and roof in matt graphite gray (foil) Equipment Interieur components: Edition 1 badge on the AMG DRIVE UNIT Sport multifunction steering wheel flattened at the bottom, in nappa leather with 3-spoke design and perforated grips Nappa leather gearshift lever DINAMICA microfiber door center panels Black inner headliner Sports pedal assembly made of brushed stainless steel with rubber nap Aluminum front and rear door sills Multifunction holder in center console Cover above stowage compartment in center console 12 V socket at the rear Infrared receiver in the driver door (summer opening/ closing) Comfort locking system (infrared) with convenience closing via key for side windows and panoramic sliding sunroof Instrument panel upper section in ARTICO imitation leather with red contrasting stitching Overview 7

9 Overview Models and major assemblies Other components of Edition 1: AMG Aerodynamics Package (code B26) AMG Night Package (code P60) Brake calipers finished in red (code U70) ARTICO imitation leather and DINAMICA microfiber upholstery in black with contrasting red stitching (code 651A) AMG Performance seats (code 555) AMG Performance steering wheel in nappa leather/ DINAMICA microfiber and selector lever with embossed AMG emblem and electronic master key with AMG emblem (code 281) AMG floor mats (code U26) PRE-SAFE system (code 299) Seat heaters for driver and front passenger (code 873) Automatic child seat recognition ACSR (code U18) Equipment packages The equipment packages listed below to the A 45 AMG 4MATIC enable the customer to design the interior and exterior of the vehicle to meet individual requirements. AMG Exclusive Package (code P39) The AMG Exclusive Package includes the following components: Heated leather seats in black with red stitching and 4-way lumbar support Seating Comfort Package 3-spoke leather steering wheel with 12 function keys incl. leather gearshift lever and red stitching Carbon fiber effect trim pieces Distinctively sporty instrument cluster Upper part of instrument panel with red stitching, headlamp switch with silver chrome ring and nozzle ring and cross piece of air outlets in silver chrome Longitudinally adjustable armrest with red stitching on center console Trim piece in silver chrome and red stitching on door armrests Door center panel with red stitching Black inner headliner Sports pedal assembly made of brushed stainless steel with rubber nap Floor mats in black with AMG lettering Aluminum front and rear door sills Multifunction holder in center console Cover above stowage compartment in center console 12 V socket at the rear 8

10 Night Package (code P60) The AMG Night Package includes selected items of equipment, such as the front splitter and outside mirror housings in high gloss black, as well as black chrome-plated tailpipe finishers for an unmistakable and expressively sporty vehicle character. The Night Package includes the following components: Elements in high gloss black: Front splitter Rear apron trim pieces Inserts in rocker panel trim Outside mirror housings Privacy windows Tailpipe finishers in black chrome Black anodized waistline trim strip Double slats in AMG radiator grille in silver shadow AMG Aerodynamics Package (code B26) A functionally tuned, larger front splitter, an AMG rear wing and more flics on the front skirt provide an additional increase in the downforce of the sports car on the road. This also improves handling characteristics at high speeds, particularly lateral acceleration, driving stability and braking distance. Models and major assemblies AMG Exterior Carbon Package (code 773) The AMG Exterior Carbon Package enhances the vehicle with high-quality carbon fiber details such as the trim piece in the rear apron or the front splitter. The AMG Exterior Carbon Package includes the following components: Front splitter Rear apron trim piece Inserts in rocker panel trim Double slats in AMG radiator grille in silver shadow AMG Driver's Package (code 250) The AMG Driver's Package increases the top speed of the vehicle to 270 km/h. In addition, the driver may take part in a one-day training course at the AMG Driving Academy in which he will learn safe and sporty driving under professional instructors and experience an unforgettable event in likeminded company. Overview The AMG Aerodynamics Package includes the following components: Larger front splitter in high gloss black Additional flics in high gloss black AMG rear wing in high gloss black 9

11 Overview Models and major assemblies A 45 AMG 4MATIC Special equipment model Edition 1 Code P19 Equipment packages AMG Exclusive Package Night Package AMG Aerodynamics Package Code P39 Code P60 Code B261 AMG Exterior Carbon Package Code 773 AMG Driver's Package Code 250 Brakes AMG high-performance brake system with internally ventilated and perforated brake disks Standard Powerplant AMG SPEEDSHIFT DCT 7-speed sport transmission with dual clutch technology Standard Steering AMG Sport steering with speed-sensitive steering assistance Standard Suspension AMG Performance suspension Code 492 AMG sports suspension AMG axles with independent steering knuckles at the front and AMGspecific elastokinematics Standard Standard 10

12 Models and major assemblies Overview A 45 AMG 4MATIC Technical equipment packages AMG Sport exhaust system AMG Performance exhaust system AMG cooling with additional wheel arch cooler AMG DRIVE UNIT Standard Code U21 Standard Standard Exterior equipment packages 4MATIC lettering on left of luggage compartment door Code 259 AMG lettering on luggage compartment door TURBO AMG lettering on front fenders AMG Carbon outside mirrors AMG front skirt with front splitter in matt titanium gray and black flics AMG rear wing AMG rear apron with diffuser look and trim piece in matt titanium gray AMG radiator grille with double slats in designo magno matt titanium gray AMG rocker panel trim with inserts in matt titanium gray Brake calipers finished in red with AMG lettering in black Wheel bolt cover for 45.7 cm (18") AMG light alloy wheels in 5 double-spoke design (code 649) in black including AMG wheel hub cover with center lock effect in silver chrome Standard Standard Code B28 Standard Code U47 Standard Standard Standard Code U70 Code B58 11

13 Overview Models and major assemblies A 45 AMG 4MATIC Interior equipment packages AMG door sills of brushed stainless steel with AMG lettering AMG floor mats AMG instrument cluster Standard Code U26 Standard AMG Performance steering wheel in black nappa leather/alcantara Code 281 AMG Performance seats Code 555 Wheels, tires, light alloy wheels 45.7 cm (18") AMG light alloy wheel 5 double-spoke design - titanium gray finish and burnished 235/40 R18; 8J x 18 ET cm (19") AMG light alloy wheel Multi-spoke design - matt black finish 235/35 R19; 8J x 19 ET cm (19") AMG light alloy wheel Multi-spoke design - titanium gray finish and burnished 235/35 R19; 8J x 19 ET cm (19") AMG light alloy wheel Multi-spoke design - matt black finish and rim flange burnished 235/35 R19; 8J x 19 ET 48 Tire pressure loss warner (ECE only) TIREFIT with tire inflation compressor Standard Code 649 Code 6942 Code 780 Code 787 Standard Standard 1 Only in combination with AMG Night Package 2 Standard on the optional Edition 1 12

14 Vehicle views The emotional exterior design with new dynamic style, the sculptured shaping and the character lines at the sides are complemented by resolutely sporty and muscular accents of Mercedes-AMG. The front view of the A 45 AMG 4MATIC is dominated by the AMG radiator grille and the front splitter, both in matt titanium gray. Striking black flics flank the large cooling air intakes at the sides. Visual tension in the side view is provided not only by the AMG light alloy wheels in double-spoke design and the optional multi-spoke light alloy wheels, but also by the rocker panel trim with matt titanium gray inserts. Exterior The AMG rear apron with its implied air outlets at the side features a diffuser element and a trim piece in matt titanium gray. The two angular, chrome-plated tailpipes of the AMG Sport exhaust system with exhaust flap produce a dominant look. The optionally available AMG Performance exhaust system and the AMG rear wing with its specific design further underscore the car's sporty character. Overall vehicle Front and rear view P Side view P

15 Overall vehicle Technical data Dimensions Unit A 45 AMG 4MATIC Vehicle length (ECE) mm 4359 Vehicle width mm 1780 Vehicle width (with outside mirrors folded out) mm 2022 Vehicle height (curb condition) mm 1417 Wheelbase mm 2699 Front track width mm 1557 Rear track width mm 1561 Front overhang (ECE) mm 940 Rear overhang (ECE) mm

16 Dimensions and weights Unit A 45 AMG 4MATIC Curb weight as per EC kg 1555 Technical data Overall vehicle Permissible gross vehicle weight kg 2050 Payload capacity as per EC kg 495 Trunk capacity l 341 Luggage compartment floor length mm 707 Turning circle m Fuel tank/reserve l 56/8 Drag coefficient cw

17 Overall vehicle Interior Interior design and color concept The interior of the AMG captivates with its typical Mercedes- AMG character features of dynamism and exclusivity. The multifunction sport steering wheel with shift paddles, the sport seats in ARTICO imitation leather and DINAMICA microfiber with contrasting red stitching and the AMG DRIVE UNIT set new standards in terms of both appearance and quality. The trim piece on the instrument panel has a carbon fiber finish perfectly complemented by the five air vents in black/ red or silver chrome depending on equipment), the red seat belts and the AMG door sills. Interior design P

18 Instrument cluster The AMG instrument cluster lends the interior a sporty look. It consists of two large dials each containing another smaller dial gauge. When idle, the needles are at 6 o'clock. The dials in the instrument cluster are finished in a carbon fiber effect. The AMG instrument cluster provides information by means of the central color display with the AMG main menu with RACETIMER. Interior Overall vehicle Instrument cluster, ECE version P

19 Overall vehicle Interior Seats The AMG Performance seats with the special design of the side bolsters on the seat cushions and backrest provide outstanding lateral support and give the interior a unique sporty appearance and character. The seats are available in the following color variants: Black Nut brown Crystal gray In conjunction with the AMG Exclusive Package (code P39), the AMG Performance seats can be optionally combined with the AMG Performance steering wheel in RED CUT black leather (code P34) and an optically enhanced silver chrome eat belt slot. When combined with the Stowage Package (code P30), the stowage boxes under the front seats are omitted as well as the nets on the driver and front passenger seat backs. AMG Performance seats P

20 New technical features The AMG derivative of the A-Class is based on the proven technology of the A-Class and is fully integrated into the ASSYST PLUS maintenance system of the Extended Maintenance Strategy. New engine The AMG four-cylinder turbocharged engine M 133 is being introduced in the A-Class. The extra maintenance operation Replace air filter element is performed at each service. All the other unspecified service intervals of the AMG derivative are the same as for the current A-Class. Maintenance intervals Predictable costs and reliable planning: Mercedes-Benz Passenger Car Service Contracts Which service contract suits me best? The vehicle-specific service contracts enable the car customer to choose individual protection while also allowing him to select the best of the different product variants available to him. The purchasable warranty extention as an entry-level product is geared towards safety-oriented, price-conscious customers. These customers are protected against unexpected repair costs in the long-term even after the manufacturer warranty expires. Maintenance Introduction of the dual clutch AMG SPEEDSHIFT DCT 7-speed sport transmission The oil and filter change interval for the AMG SPEEDSHIFT DCT 7-speed sport transmission with dual clutch technology is 50,000 km/ 3 years for the M133 in the A-Class. With the maintenance contract, the focus is on cost transparency and reliable planning. In this case, all maintenance costs are covered for the agreed term. The services include all maintenance operations as per the service booklet including additional operations that are subject to separate invoice. As a premium product, the Full Service Contract combines the aforementioned maintenance and repair work with all wear-related operations. With this all-in-one protection package, the customer can be sure that their Mercedes-Benz will stay in top form for a long time. The availability and product names for the Mercedes-Benz Service Contracts for cars are defined on a country-specific basis. Talk to your colleagues in sales or your contact person for the market. 19

21 Powerplant Brief description The special features of the M 133 at a glance: Highly supercharged gasoline engine with twin-scroll turbocharging with max. 1.8 bar (relative) boost pressure Fast-switching piezo injectors for multiple fuel injections Combination of direct injection with turbocharging Boost pressure control via vacuum Exhaust manifold with separate pipes Damper filter with round filter with reduced pressure losses Viscous vibration dampers Two-mass flywheel with centrifugal pendulum Advanced control and optimization of the oil circuit by means of a governed engine oil pump ECO start/stop function with starter-assisted direct starting On-demand multi-spark ignition Sand-cast all-aluminum crankcase with NANOSLIDE barrel technology Indirect charge air cooling with separate cooling circuit Wide open throttle tank purging via venturi exhaust Compliance with the EU 6 emissions standard with future potential M 133 AMG with 265 kw output from 2.0 l displacement P

22 M 133 DE 20 LA Engine data Powerplant Engine data Engine model designation Displacement cm Rated output kw at rpm Rated torque Nm at rpm Compression ratio ε 8.6 : 1 Emissions standard EU 6 Cylinder configuration/ number 4 inline Valves per cylinder 4 Forced induction Boost pressure control Twin-scroll turbocharger with indirect charge air cooling Via vacuum Boost pressure (relative) bar 1.8 Bore mm 83 Stroke mm 92 Cylinder spacing mm 90 Connecting rod length mm Injection Direct injection (DI) Performance/consumption/emissions Maximum speed km/h 250/2701 Acceleration km/h s 4.6 NEDC fuel consumption CO2 emissions max. [l/100km] min. [l/100km] max. [g/km] min. [g/km] Emissions class Standard EU 6 1 Only in combination with AMG Driver's Package 21

23 Powerplant Engine data M 133 torque and power curve P

24 Engine views Powerplant View of engine from front 1 Air filter housing 19 Fuel system high-pressure pump 50 Turbocharger 50/2 Boost pressure control flap vacuum cell B4/4 Purging pressure sensor B6/15 Intake camshaft Hall sensor B6/16 Exhaust camshaft Hall sensor B28/5 Pressure sensor downstream of air filter G2 Alternator N3/10 ME-SFI [ME] control unit Y94 Quantity control valve P

25 Powerplant Engine views View of engine from rear A16/1 Knock sensor 1 A16/2 Knock sensor 2 B1 Engine oil temperature sensor B70 Crankshaft Hall sensor (with direction detection) M1 Starter M16/6 Throttle valve actuator N3/10 ME-SFI [ME] control unit S43 Oil level check switch Y130 Engine oil pump valve P

26 Engine views Powerplant View of engine from top right 11 Vacuum pump T1/1 Cylinder 1 ignition coil T1/2 Cylinder 2 ignition coil T1/3 Cylinder 3 ignition coil T1/4 Cylinder 4 ignition coil Y49/1 Intake camshaft solenoid Y49/2 Exhaust camshaft solenoid Y76/1 Cylinder 1 fuel injector Y76/2 Cylinder 2 fuel injector Y76/3 Cylinder 3 fuel injector Y76/4 Cylinder 4 fuel injector P

27 Powerplant Engine views Detail view from left rear B4/25 Fuel pressure and temperature sensor B11/4 Coolant temperature sensor B17/9 Charge air temperature sensor downstream of throttle valve B28/6 Pressure sensor upstream of throttle valve B28/7 Pressure sensor downstream of throttle valve R48 Coolant thermostat heating element Y58/2 Partial load crankcase ventilation valve Y77/1 Boost pressure control pressure transducer P

28 The recesses of the forged pistons have been adapted to suit the combustion method and the arrangement of the fuel injectors. The forged pistons are designed to withstand ignition pressures of up to 140 bar. For reasons of strength, the crankshaft is forged and carries eight counterweights. A viscous vibration damper effectively reduces vibrations in the very confined space that is available. Crank assembly Powerplant bbnote The ignition pressure is the highest pressure acting on the piston during ignition in the internal combustion engine at operating temperature. Crank assembly 1 Pistons 2 Counterweights 3 Crankshaft 4 Viscous vibration damper P

29 Powerplant Aluminum crankcase The crankcase of the M 133 consists of an aluminum chill casting (with sand grains) and is a closed deck design. The cylinder barrels are lined with a twin-wire-arc-sprayed coating (NANOSLIDE) which is optimized in terms of manufacture and friction. The ventilation bores between the cylinders are embedded in the casting. Several transverse and longitudinal struts lend it extremely high rigidity. The crankshaft bearing caps are made of cast iron with nodular graphite (GGG 60). Explosionsdarstellung 1 Crankcase 2 Timing case cover 3 Crankshaft bearing cap 4 Oil filter 4a Oil cooler 5 Oil deflector 6 Crankshaft bearing cap bolts 30 Engine oil pump P

30 Ventilation The ventilation system of the M 133 operates via an oil separator and consists of partial load and wide open throttle ventilation functions. In partial load operation the crankcase is ventilated via a branch fitted with a check valve through the wide open throttle vent line in the opposite direction. It is vented from the oil separator to the charge air distribution line. In wide open throttle operation, venting occurs from the oil separator to the clean air line. The blow-by gases are removed via the oil separator vent line from the oil filler neck to the oil separator. Aluminum crankcase Powerplant Detail view of ventilation system 1 Oil separator 2 Wide open throttle vent line 3 Check valve (engine ventilation) 4 Purge line 5 Tank vent connection 6 Oil drain line 7 Oil separator vent line B4/4 Purging pressure sensor Y58/2 Partial load crankcase ventilation valve A Partial load ventilation B WOT ventilation C Ventilation D WOT tank purging P

31 Powerplant Aluminum crankcase Wide open throttle tank purging Turbocharging produces a boost pressure in wide open throttle operation, which prevents the fuel vapors from being drawn off through the partial load vent line. The partial load check valve prevents a pressure buildup in the direction of the activated charcoal canister. When boost pressure occurs in wide open throttle operation, the fuel vapors are extracted via the WOT check valve and the WOT vent line. The vacuum required for this is produced by a venturi. The fuel vapors are then carried through the WOT vent line, the turbocharger and the charge air cooler to the charge air manifold. In order to verify whether wide open throttle purging can be enabled, the purging switchover valve is opened quickly three times. Pressure spikes in excess of 120 mbar must occur. The purging pressure sensor registers the pressures prevailing in the WOT vent line and sends a signal to the ME-SFI control unit. Schematic of wide open throttle tank purging 1 Air filter housing 15 Partial load vent line 16 Wide open throttle vent line 50 Turbocharger 71 Partial load check valve 71/2 Wide open throttle valve 74 Venturi 75 Fuel tank 77 Activated charcoal canister 110/3 Charge air cooler B4/4 Purging pressure sensor Y58/1 Purging switchover valve A Intake air B Charge air C Exhaust D Fuel vapors P

32 The oil pan is made of diecast aluminum for a highly rigid structure. The ribbing on the oil pan is designed to reduce radiated noise and to guarantee the necessary strength for bolting on ancillary equipment. Oil pan switched between the two pressure settings 2 and 4 bar by the ME-SFI control unit as required according to a characteristics map. Powerplant The oil dipstick guide tube in the M 133 is located on the right. The oil level check switch is installed in the oil pan. The engine is supplied with oil by a regulated engine oil pump which is driven by the crankshaft via a chain. The valve of the engine oil pump regulates the engine oil pressure. This is Oil pan 1 Oil pan 2 Oil dipstick guide tube 30 Engine oil pump S43 Y130 Oil level check switch Engine oil pump valve P

33 Powerplant Cylinder head The cylinder head is made of a high-strength aluminum alloy. The specially designed intake ports produce the charge movement in the combustion chamber that is required in an engine with direct injection. Each cylinder has four valves. The valves are timed by means of two camshafts: an exhaust camshaft and an intake camshaft. Two retainers are installed for each camshaft. The gas exchange and the charge movement of the M 133 are designed to produce: High torque across a broad rpm range High output Low fuel consumption Low exhaust emissions The cylinder head is specially designed to produce a sufficiently high turbulence to further improve the combustion process. Cylinder head 49/1 Intake camshaft adjuster 49/1a Intake camshaft 49/2 Exhaust camshaft adjuster 49/2a Exhaust camshaft A Camshaft retainer with lug P

34 The camshafts are driven by the crankshaft via a chain. The bearings of the guide rail and tensioning rail on the timing case cover are entirely contactless. This significantly reduces noise levels. The engine oil pump is driven by the crankshaft via another chain. Chain drive and camshaft adjustment Powerplant Chain drive 3 Upper chain guide rail 4 Tensioning rail 5 Hydraulic chain tensioner 6 Camshaft chain 7 Crankshaft gear 8 Engine oil pump chain 9 Engine oil pump chain tensioning rail 10 Chain guide rail 30 Engine oil pump 49/1b Intake camshaft gear 49/2b Exhaust camshaft gear Y49/1 Intake camshaft solenoid Y49/2 Exhaust camshaft solenoid P

35 Powerplant Chain drive and camshaft adjustment The camshaft adjustment system enables the intake camshaft to be advanced by up to 40 CKA (crankshaft angle) and the exhaust camshaft to be retarded by up to 40 CKA, allowing the valve overlap during the gas exchange to be varied within broad limits. This optimizes the engine torque curve, reduces fuel consumption and improves exhaust characteristics. The intake camshaft solenoid and the exhaust camshaft solenoid are actuated to adjust the camshafts by the ME-SFI control unit with pulse width modulated (PWM) signals at 150 Hz. The system is actuated according to a characteristics map in the partial and wide open throttle ranges, and allows the camshafts to be continuously adjusted depending on the duty cycle of the PWM signals. The position of the intake camshaft is registered by the intake camshaft Hall sensor and the position of the exhaust camshaft by the exhaust camshaft Hall sensor, which transmit the positions to the ME-SFI control unit as voltage signals. Function schematic of camshaft adjustment B6/15 Intake camshaft Hall sensor B6/16 Exhaust camshaft Hall sensor B11/4 Coolant temperature sensor B28/7 Pressure sensor downstream of throttle valve B70 Crankshaft Hall sensor (with direction detection) F58kN Circuit 87M relay N3/10 ME-SFI [ME] control unit Y49/1 Intake camshaft solenoid Y49/2 Exhaust camshaft solenoid Y130 Engine oil pump valve 1 Engine load, signal 2 Camshaft Hall sensor, signal 3 Coolant temperature sensor, signal 4 Camshaft solenoid, actuation 5 Engine oil pump valve, actuation 6 Engine speed, signal 7 Circuit 87, status P

36 Regulated engine oil pump The engine oil pressure is regulated via the valve at the engine oil pump. The ME-SFI control unit actuates the engine oil pump valve. This enables the oil pressure to be switched between the two pressure settings of 2 and 4 bar according to demand, optimally adjusting the supply of engine oil in the oil circuit of the engine to suit the current requirements. It also reduces the operating energy input of the engine oil pump and hence the power losses of the engine. The oil level check is performed by an oil level switch in the oil pan. Engine lubrication The engine oil pressure reported via the control duct is modulated at the pilot control valve and acts accordingly at the set collar against the force of the opposite control spring. The position of the set collar produces a corresponding eccentricity relative to the axis of the rotor, and the delivery volume rises as the eccentricity increases. Powerplant Engine oil pump 30/1 Drive gear 30/2 Control spring 30/3 Oil pump cover 30/4 Oil intake tube 30/5 Oil strainer 30/6 Pilot control valve 30/7 Rotor with blade 30/8 Set collar 30/9 Control duct 30/10 Oil pump housing Y130 Engine oil pump valve P

37 Powerplant Engine lubrication M 133 oil circuit diagram 1 Crankcase 2 Cylinder head 3 Chain tensioner with oil spray nozzle 4 Oil filter module with non-return lock and pressure differential valve 5 Engine oil/coolant heat exchanger with thermostat 6 Oil sump 11 Vacuum pump 30 Engine oil pump with 2 pressure settings (2 and 4 bar) 49/1 Intake camshaft adjuster 49/2 Exhaust camshaft adjuster 50 Turbocharger a Engine oil return line b Engine oil pressure line c Engine oil control pressure A Oil spray nozzle B Hydraulic valve clearance compensation P

38 High-pressure system The high pressure is produced by a high-pressure pump (single piston pump) with a quantity control valve integrated in the pump module. The fuel is directed via a high-pressure rail to the centrally arranged fuel injectors leading into the combustion chamber. The newly developed fuel injectors with piezo actuators are capable of delivering up to five highly accurate injections per cycle. Injection system High-pressure pump The high-pressure pump is located on the top of the cylinder head. The maximum delivery pressure of the high-pressure pump is 200 bar. The high-pressure pump is driven mechanically via the drive plate of the intake camshaft. The delivery rate of the high-pressure pump is rpm-dependent. As the pump unit moves upwards, the fuel volume in the pump cylinder is compressed. When the system pressure is reached, the outlet valve of the high-pressure pump opens and the fuel is pumped through the high-pressure line to the rail. A pressure limiting valve protects the high-pressure pump against excessively high pressure buildup. Powerplant High-pressure fuel system 19 High-pressure pump 19/1 Drive plate (drive) 20 Rail B4/25 Fuel pressure and temperature sensor Y76/1 Cylinder 1 fuel injector Y76/2 Cylinder 2 fuel injector Y76/3 Cylinder 3 fuel injector Y76/4 Cylinder 4 fuel injector Y94 Quantity control valve A Fuel low pressure (from fuel tank) B Fuel high pressure (to rail) P

39 Powerplant Injection system Rail A soldered rail made of stainless steel is used in the M 133. It acts as a high-pressure reservoir for the fuel. The reservoir function of the rail damps the oscillations that occur during the injection process. Rail pressure regulation The quantity control valve is located at the high-pressure pump and is actuated according to demand by the ME-SFI control unit with a PWM signal. In this way the fuel quantity reaching the pump unit is regulated. The high-pressure pump compresses only the fuel that the engine requires. The rail pressure is therefore regulated between 100 and 200 bar according to the operating state of the engine. The current rail pressure and the fuel temperature are sensed by the fuel pressure and temperature sensor, and are transmitted as voltage signals to the ME-SFI control unit. When the engine is switched off, the quantity control valve is no longer energized, so no more pressure can build up in the high-pressure chamber of the pump. The prevailing rail pressure is maintained for a long time even after the engine is switched off. bbnote The stainless steel high-pressure fuel line can be reused in the event of repair work. Corresponding test specifications can be found in WIS. 38

40 Fuel injectors The fuel injectors spray a calculated quantity of finely atomized fuel into the intake port of selected cylinders at a certain point in time. A coupler module in the injection nozzle ensures that the nozzle module and the piezo actuator module have not play in the longitudinal direction. The fuel injectors are designed without a fuel return. The fuel feed sealed in the rail on the high-pressure side with a seal pack consisting of an O-ring and support rings. The fuel injector is sealed against the cylinder head by means of a teflon ring. The fuel injectors switch extremely rapidly and inject even very small amounts of fuel of less than 1 mg per injection. Due to the high pressure of the fuel, the outward-opening nozzle forms a stable hollow cone fuel jet under all operating conditions. Injection system Via an integrated output stage the ME-SFI control unit generates the operating voltage of 140 to 210 V for the fuel injectors and actuates the fuel injectors with a ground signal. The lift of the nozzle needle measures approx. 35 μm. The piezo actuator module is a capacitive load for the ME-SFI control unit. When the injector opens, a current of approx. 8 A flows for a few microseconds. The ME-SFI control unit reverses the polarity to open and close the injector. The short switching times of the piezo injectors allow multiple injections to occur with very short breaks during a single combustion cycle for optimum mixture formation. Powerplant bbnote A 220 kω discharge resistor is located in parallel with the piezo actuator module. This value can be measured at the electrical connections of the fuel injectors. BBCaution The fuel injector will be damaged if the polarity of the lines from the fuel injector to the ME-SFI control unit is reversed. Each fuel injector has two lines leading directly to the ME-SFI control unit. Current and voltage measurements on these lines are only to be performed using potential-free clips. The ME-SFI control unit will be damaged if the lines have a short circuit to ground. Every time a fuel injector is removed, both ends must be fitted with clean protective caps otherwise any contact with other components can result in damage. 39

41 Powerplant Injection system Design of fuel injector (sectional view) 1 Teflon ring 2 Valve group 3 Piezo actuator module 4 Coupler 5 O-ring 6 Fuel high pressure 7 Electrical connection P bbnote After removing the fuel injectors, all the seals on the fuel injector and in the rail must be replaced, as well as the holddown springs when reinstalling. bbnote The area around the fuel line to be opened must be cleaned thoroughly. No dirt should be allowed to enter the injection system otherwise it will fail. The appropriate special tool (W ) must be used for installing and removing the fuel injectors. Do not use a slide hammer puller because the rail is soldered. 40

42 The volumetric efficiency of the cylinders is improved by forced induction. This increases the engine torque and engine power. The fuel quantity corresponding to the increased air mass is metered by the ME-SFI control unit. The primary component of the forced induction system is a twin-pipe turbocharger that can withstand temperatures of up to 980 C. The turbocharger is bolted to the exhaust manifold on the Forced induction exhaust side of the engine. The exhaust volume flow rate across the turbine wheel is regulated by the boost pressure control flap. The boost pressure control flap can open in order to direct exhaust gas via the wastegate duct (bypass) past the turbine wheel and into the exhaust tract. Powerplant Turbocharger 50/1 Boost pressure control flap 50/2 Boost pressure control flap vacuum cell 50/3 Exhaust manifold A B C D Coolant feed line Coolant return line Engine oil feed line Engine oil return line P

43 Powerplant Forced induction The turbocharger draws in fresh air through the air filter at the compressor unit and routes it via the compressor outlet into the inlet housing to the charge air cooler. The high speed of the compressor impeller and the resulting high volumetric flow rate compress the air to a boost pressure of max. 1.8 bar (relative). The charge air flows to the charge air cooler. This cools the compressed, heated charge air and directs it via a charge air hose to the charge air manifold. Flow pattern of intake air/charge air 12 Charge air manifold 50 Turbocharger 50/3 Exhaust manifold 110/1 Clean air line 110/2 Inlet housing to charge air cooler 110/3 Charge air cooler 110/4 Venturi line connection plug 110/5 Charge air hose to throttle valve B17/9 Charge air temperature sensor downstream of throttle valve B28/5 Pressure sensor downstream of air filter B28/6 Pressure sensor upstream of throttle valve B28/7 Pressure sensor downstream of throttle valve M16/6 Throttle valve actuator A Exhaust B Intake air C Charge air (uncooled) D Charge air (cooled) P

44 Boost pressure control The boost pressure control pressure transducer is actuated by the ME-SFI control unit according to a characteristics map and according to load in order to regulate the boost pressure. Forced induction For this actuation the ME-SFI control unit evaluates the following variables of the engine management system: Charge air temperature sensor downstream of throttle valve Pressure sensor upstream of throttle valve, boost pressure Pressure sensor downstream of throttle valve, boost pressure Pressure sensor downstream of air filter Accelerator pedal sensor, load request from driver Crankshaft Hall sensor (with direction detection), engine rpm Transmission overload protection, overheating protection Powerplant Function schematic of forced induction B17/9 Charge air temperature sensor downstream of throttle valve B28/5 Pressure sensor downstream of air filter B28/6 Pressure sensor upstream of throttle valve B28/7 Pressure sensor downstream of throttle valve B37 Accelerator pedal sensor B70 Crankshaft Hall sensor F58kN Circuit 87M relay M16/6r1 Actual value potentiometer 1 M16/6r2 Actual value potentiometer 2 N3/10 ME-SFI [ME] control unit Y77/1 Boost pressure control pressure transducer 1 Pressure sensor downstream of air filter, signal 2 Boost pressure upstream of throttle valve, signal 3 Boost pressure downstream of throttle valve, signal 4 Accelerator pedal sensor, signal 5 Engine speed, signal 6 Boost pressure control flap pressure transducer, actuation 7 Charge air temperature sensor, signal 8 Circuit 87, status 9 Throttle valve position, signal P

45 Powerplant Forced induction In the wide open throttle range the maximum boost pressure is built up. To limit the boost pressure, the exhaust stream that drives the turbine wheel is diverted via the bypass by opening the boost pressure control flap. The vacuum required for regulating the boost pressure control flap is provided by the vacuum pump. The pressure transducer for the boost pressure control in turn actuates the vacuum cell of the boost pressure control flap. When the boost pressure control flap is opened, the bypass opens. The boost pressure control flap enables the exhaust stream to bypass the turbine wheel, which regulates the boost pressure and limits the turbine speed. In this way the boost pressure can be adjusted to suit the current load requirement of the engine. To monitor the current boost pressure, the pressure sensor upstream of the throttle valve transmits an appropriate voltage signal to the ME-SFI control unit. Twin-scroll A twin-scroll turbocharger is used in the M 133. The separation of the exhaust streams downstream of the cylinder outlet means that more energy (impulse energy and kinetic energy) is transferred to the turbine wheel. In order to make the maximum use of this energy, the manifold pipe diameters and lengths must be matched to the twin-scroll turbocharger. For this reason a fan-type exhaust manifold is used in the M 133, which combines the cylinder pipes and (divided streams). These measures result in excellent response times and maximum power. The pressure sensor downstream of the air filter, which is located in the clean air line in front of the compressor impeller, is used by the ME-SFI control unit to monitor the turbocharging process. The charge air temperature is registered in the charge air manifold by the charge air temperature sensor downstream of the throttle valve and is sent to the ME-SFI control unit in the form of a voltage signal. 44

46 Forced induction Powerplant Sectional view of twin-scroll turbocharger 50 Turbocharger A Filtered intake air B Charge air C Exhaust stream, cylinders 1 and 4 D Exhaust stream, cylinders 2 and 3 P

47 Powerplant Forced induction Forced induction, schematic diagram 1 Air filter housing 12 Charge air manifold 50 Turbocharger 110/3 Charge air cooler 158 Catalytic converter a b A B Cylinder head Separation of exhaust streams Exhaust stream Clean air stream P

48 The vacuum pump supplies the boost pressure control pressure transducer and the brake booster with vacuum. To regulate the boost pressure, the boost pressure control pressure transducer actuates the boost pressure control flap vacuum cell with vacuum. Vacuum system Powerplant Vacuum system, schematic diagram 11 Vacuum pump 50 Turbocharger 50/2 Boost pressure control flap vacuum cell Y77/1 Boost pressure control pressure transducer A B C Vacuum supply Vacuum for controlling boost pressure control flap Vacuum to brake booster P

49 Powerplant Charge air cooling The charge air for the M 133 is cooled indirectly via a watercooled charge air cooler. The low-temperature coolant pump, which is bolted to the cooling module, pumps the coolant through the charge air cooler. The absorbed heat is then dissipated initially at the wheel arch cooler and then at the lowtemperature cooler in the front module. bbnote For the charge air cooler to operate correctly, it is absolutely essential that the low-temperature circuit is filled without bubbles. Charge air cooling low-temperature circuit 14 Low-temperature cooler 15 Wheel arch cooler 16 Coolant expansion reservoir 110/3 Charge air cooler M44 Charge air cooler circulation pump A B C Coolant feed Coolant return Coolant circuit expansion/ventilation P

50 The main aims of the air supply are to minimize resistance in the flow paths and to produce favorable flow conditions under all operating conditions. The air ducting in the air filter housing has been designed to minimize flow resistances. The intake air ducting runs from the air filter, via the clean air line to the compressor inlet at the turbocharger. Air supply Powerplant Intake air ducting 1 Air filter housing 2 Clean air line A B Unfiltered intake air Filtered intake air P

51 Powerplant Belt drive The belt pulley on the crankshaft drives the coolant pump, the alternator and the refrigerant compressor via the belt drive system. It uses a low-maintenance poly-v belt which is tightened via an automatic belt tensioner with one tensioner pulley. Belt drive 1 Guide pulley 2 Belt tensioner 3 Vibration damper 40 Coolant pump A9 G2 Refrigerant compressor Alternator P

52 Cooling circuit A cross-flow cooling system cools the engine. This guarantees that each cylinder is evenly supplied with coolant. In contrast to longitudinal-flow cooling, it prevents a thermal gradient between the cylinders under high loads. An electronically controlled coolant thermostat regulates the warm-up process according to a characteristics map. This regulation ensures that the combustion chambers heat up quickly in the warm-up phase. The coolant temperatures are actively influenced by the ME-SFI control unit in relation to the driving style and ambient conditions (e.g. outside temperature). Engine cooling Coolant thermostat The coolant thermostat provides thermal management and regulates the coolant temperature in the range from 98 to 108 C according to the engine load. The heating element in the coolant thermostat is actuated at the ground end by the ME-SFI control unit. Above approx. 108 C the coolant thermostat is always fully open regardless of the regulation function. To minimize the pressure losses occurring, the coolant thermostat is designed with a rotary ball valve to regulate the volumetric flow rates. Powerplant Coolant thermostat closed P Coolant thermostat open P Coolant thermostat housing 48 Coolant thermostat housing 48a Expansion element 48a Expansion element 48b Rotary ball valve 48b Rotary ball valve R48 Coolant thermostat heating element R48 Coolant thermostat heating element 51

53 Powerplant Engine cooling Coolant circuit, schematic diagram 1 Engine radiator 2 Coolant expansion reservoir 3 Engine Heater heat exchanger 5 Engine oil/coolant heat exchanger 6 Coolant/transmission oil cooler 7 Front cooler 40 Coolant pump 48 Coolant thermostat 50 Turbocharger M13/5 Coolant circulation pump M13/7 Transmission cooling coolant circulation pump A Low-temperature cooling circuit coolant return B Coolant return to engine C Coolant feed C Coolant circuit ventilation P

54 Engine cooling Powerplant Coolant distribution Arrow Flow direction A Water jacket with cross flow P Coolant distribution B Water jacket with longitudinal flow P

55 Powerplant Engine cooling Cylinder head coolant ducting A Fast-flowing (cold) B Slow-flowing (warm) P

56 Fuel supply The fuel supply system provides the high-pressure pump with a sufficient quantity of filtered fuel from the fuel tank at a sufficient pressure under all operating conditions. The highpressure pump then forwards the fuel to the fuel injectors. Low-pressure fuel system The fuel pump is switched on when a fuel pump ON signal is received by the fuel system control unit. This signal is also sent redundantly by the ME-SFI control unit as a CAN signal as well as directly over the powertrain CAN. In addition, the fuel system control unit receives the CAN signal specified fuel pressure from the ME-SFI control unit. The fuel system control unit registers the current fuel pressure by means of a voltage signal from the fuel pressure sensor, and transmits this information over the powertrain CAN to the ME-SFI control unit. The fuel system control unit evaluates the current fuel pressure, compares it with the specified fuel pressure and actuates the fuel pump accordingly until the actual value matches the specified value. To determine the specified pressure (fuel requirement), the ME-SFI control unit evaluates the fuel pressure and the load requirement. Depending on the fuel requirement, the maximum fuel delivery rate of 130 l/h is set at a pressure of 4.0 to 6.7 bar (relative). When actuated, the fuel pump draws the fuel from the feed module and pumps it through the fuel filter to the high-pressure pump (single-line system, without return line). The overflow valve in the fuel filter opens at a pressure of approx. 7 to 9 bar. Upstream of the fuel filter, fuel is removed via a T-piece to drive the suction jet pump at 20 to 40 l/h. This suction jet pump sends the fuel from the left fuel tank chamber to the fuel feed module (in the right fuel tank chamber), thus preventing the tank from emptying on one side only. The feed line of the fuel filter contains a check valve that prevents the pressure from dropping when the fuel pump is switched off. Fuel system High-pressure fuel system To regulate the fuel high pressure, the ME-SFI control unit reads the signals of the fuel pressure and temperature sensor. There is a quantity control valve at the high-pressure pump. This regulates the quantity of fuel that is supplied to the pump element in the high-pressure pump for compression according to the specified fuel pressure. The fuel pressure damper eliminates pulses of fuel pressure (e.g. in the case of very small or very high load demands). The fuel is stored in the rail and then sprayed by the fuel injectors into the corresponding combustion chamber in finely atomized form. Powerplant 55

57 Powerplant Fuel system Fuel safety shutoff A fuel safety shutoff function is activated under certain conditions to guarantee road safety and passenger safety. The ME- SFI control unit controls the fuel safety shutoff on the basis of the following sensors and signals: Crankshaft Hall sensor (with direction detection) Engine speed Throttle valve actuator, throttle valve position Supplemental Restraint System control unit, direct crash signal and indirect crash signal via chassis CAN The fuel safety shutoff is activated by the ME-SFI control unit in the event of mechanical faults in the throttle valve actuator or absence of the engine speed signal and in the case of a crash signal. Purging Fuel vapors must not be allowed to escape into the atmosphere when the fuel tank is vented. When the engine is running, the fuel vapors stored in the activated charcoal canister are drawn off via the purging switchover valve and burned in the engine. To regulate the purge quantity, the purging switchover valve is actuated by the ME-SFI control unit at the ground end by means of a PWM signal with a frequency of 10 to 30 Hz. The constant opening and closing of the purging switchover valve with on/off cycles of varying lengths determine the purge quantity. Wide open throttle purging is performed via a venturi in the clean air line while partial load purging occurs via the partial load vent line into the charge air manifold. Mechanical faults in the throttle valve actuator If, by evaluating the throttle valve position, the ME-SFI control unit detects a mechanical fault in the throttle valve actuator, a partial shutdown of the fuel injectors occurs in order to limit the engine speed to approx rpm at idle and to approx rpm when driving. Absence of the engine speed signal If the engine speed signal generated by the ME-SFI control unit is absent, the fuel pump is switched off via the fuel system control unit. Crash signal If the ME-SFI control unit receives a crash signal indirectly over the chassis CAN or directly from the Supplemental Restraint System control unit, it shuts off the fuel pump via the fuel system control unit (directly and via the powertrain CAN) and the quantity control valve. In doing this, the fuel injectors are actuated briefly in order to depressurize the fuel system. bbnote The idle speed control function prevents the purging process from causing changes to the engine speed at idle. Depending on the amount of fuel vapor in the activated charcoal canister, the injected fuel is adjusted so that the engine is operated with the optimum air/ fuel ratio. 56

58 Exhaust treatment The task of the exhaust treatment system is to minimize exhaust emissions: Nitrogen oxides (NOx) Hydrocarbon (HC) Carbon monoxide (CO) Exhaust system Powerplant To do so, the catalytic converter, for example, must be quickly brought up to operating temperature so that exhaust emissions during cold starting are reduced. Exhaust system 158 Catalytic converter 159 Decoupling element 160 Center muffler 161 Rear muffler G3/1 Oxygen sensor downstream of CAT G3/2 Oxygen sensor upstream of CAT M16/59 Exhaust flap actuator motor P

59 Powerplant Exhaust system Exhaust system The exhaust system consists of: Catalytic converter Decoupling element Center muffler Rear muffler with exhaust flap This exhaust system means that the required EU 6 emissions standard is met at the start of production. The decoupling element reduces the vibrations transmitted by the engine to the exhaust system. Exhaust flap The rear muffler contains an exhaust flap which is operated steplessly according to a characteristics map in relation to the power commanded by the driver and the engine speed. This technology resolves the conflict of aims in combining the emotional sound experience of a sporty driving style with restrained noise development under partial load conditions. The sound design has succeeded in producing the perfect synthesis of tangible dynamics and the typical Mercedes long-distance touring characteristics. The engine sound remains pleasantly inconspicuous, and nuisance frequencies are effectively eliminated. The exhaust flap used is operated by means of an electrical actuator. This has several advantages over conventional vacuum-controlled adjusters. A crucial factor in this is diagnostic capability with the resulting engine protection function which can reduce the power of the engine if the exhaust flap fails to open. Furthermore, the actuator developed by AMG has its own dedicated software which allows it to be opened steplessly in accordance with characteristics maps. This opening of the exhaust flap in relation to rpm and torque is one of the main tools for adjusting the sound design. The characteristics maps are stored in the ME-SFI control unit in the same way as the various transmission modes C/S/M, each with its own particular characteristics. 58

60 The following subsystems are involved in exhaust treatment: Catalytic converter Transmission shift delay Monitoring of catalytic converter efficiency Catalytic converter The pollutants emitted by the engine in the exhaust gases are converted by the catalytic converter (three-way catalytic converter). The process of oxidation converts carbon monoxide (CO) into carbon dioxide (CO2) and hydrocarbon (HC) into water (H2O) and carbon dioxide (CO2). By chemical reduction the nitrogen oxides (NOx) are converted into nitrogen (N2) and carbon dioxide (CO2). Transmission shift delay The transmission shift delay accelerates the heating of the catalytic converter to its operating temperature after engine start. The ME-SFI control unit controls the transmission shift delay by sending a command over the powertrain CAN for the fully integrated transmission control unit of the dual clutch transmission to adjust the shift curves. The transmission shift delay is active for a maximum of 40 s and is an entirely electronic process. Exhaust system Monitoring of catalytic converter efficiency Legislation requires that the hydrocarbon emissions (HC emissions) must not exceed certain limits. The purpose of monitoring the catalytic converter efficiency is to acquire information from its oxygen storage capacity about the aging of the catalyst and thus about its ability to convert HC. The oxygen stored during a lean operating phase is consumed entirely or partially during a rich operating phase. Aging reduces the catalytic converter's oxygen storage capacity and its HC conversion capability. The high oxygen storage capacity of the catalytic converter almost completely cushions the change in the oxygen content downstream of the catalytic converter. The result of this is that the oxygen sensor signal downstream of the catalytic converter has a small amplitude and is virtually constant. When the catalytic converter has warmed up and lambda control is enabled, the amplitudes of the oxygen sensor signals downstream and upstream of the catalytic converter are compared. If the catalytic converter is no longer functioning, the signals of the oxygen sensors before and after the catalytic converter are identical. In the specified engine rpm range, several measurements are performed in the lower partial load range. The results are compared with a characteristics map in the ME-SFI control unit. If the ME-SFI control unit detects a fault, it actuates the engine diagnosis indicator lamp in the instrument cluster via the chassis CAN. Powerplant 59

61 Powerplant Exhaust system Function schematic of exhaust treatment A1 Instrument cluster A1e58 Engine diagnosis indicator lamp B11/4 Coolant temperature sensor B70 Crankshaft Hall sensor (with direction detection) F58kN Circuit 87M relay G3/1b1 Sensor element of oxygen sensor downstream of CAT G3/2b1 Sensor element of oxygen sensor upstream of CAT N3/10 ME-SFI [ME] control unit N30/4 Electronic Stability Program control unit Y3/14n4 Fully integrated transmission control unit,dual clutch transmission Y49/1 Intake camshaft solenoid Y49/2 Exhaust camshaft solenoid CAN C Powertrain CAN CAN E Chassis CAN 1 Engine diagnosis indicator lamp, actuation 2 Camshaft solenoid, actuation 3 Circuit 87, status 4 Shift point, increase request 5 Wheel speed, signal 6 Coolant temperature sensor, signal 7 Sensor element of oxygen sensor, signal 8 Engine speed, signal P

62 Motor electronics control unit The engine features a newly developed ME-SFI control unit. The ME-SFI control unit is attached to the intake side of the air filter housing in order to benefit from the cooling effect of the intake air. The ME-SFI control unit contains all the functions for managing the engine. The engine control unit reads in sensor data directly and over the CAN network indirectly, and operates the relevant actuators. The engine management is based on a single-processor concept with a separate control monitor and operates at a clock frequency of 150 MHz. The principal features of the engine management are: Cylinder-selective, adaptive knock control Torque control Lambda control Control of the fuel injectors Control of the throttle valve actuator Crankshaft sensor with rotation direction detection Engine management According to the input signals the ME-SFI control unit manages and coordinates the following systems and functions: Ignition system Fuel supply High-pressure fuel injection Electronic accelerator Diagnosis and fault storage Engine start/stop function Drive authorization system and immobilizer Stepless adjustment of the intake and exhaust camshafts Boost pressure control Torque interface to ESP, transmission and air conditioning Alternator interface Thermal management for shortening the warm-up phase Exhaust treatment Engine oil pump control Exhaust flap control Powerplant bbnote Further information on all the electrical systems (e.g. function descriptions and locations of electrical components) is available in the Workshop Information System (WIS) under Basic Knowledge/Functions (GF). bbnote Detected faults are logged in the fault memory of the ME-SFI control unit. These can be read out using Xentry Diagnostics. 61

63 Powerplant Engine management P

64 Engine management Block diagram of direct networking A16/1 Knock sensor 1 A16/2 Knock sensor 2 B1 Engine oil temperature sensor B4/4 Purging pressure sensor B4/25 Fuel pressure and temperature sensor B6/15 Intake camshaft Hall sensor B6/16 Exhaust camshaft Hall sensor B11/4 Coolant temperature sensor B17/9 Charge air temperature sensor downstream of throttle valve B28/5 Pressure sensor downstream of air filter B28/6 Pressure sensor upstream of throttle valve B28/7 Pressure sensor downstream of throttle valve B37 Accelerator pedal sensor B70 Crankshaft Hall sensor (with direction detection) F58kM Starter circuit 50 relay F58kN Circuit 87M relay F58kS Circuit 87 relay G1 On-board electrical system battery Powerplant G2 Alternator G3/1 Oxygen sensor downstream of CAT G3/1b1 Sensor element of oxygen sensor downstream of CAT G3/1r1 Heater of oxygen sensor downstream of CAT G3/2 Oxygen sensor upstream of CAT G3/2b1 Sensor element of oxygen sensor upstream of CAT G3/2r1 Heater of oxygen sensor upstream of CAT LIN C1 Powertrain LIN M1 Starter M4/7 Fan motor M13/7 Transmission cooling coolant circulation pump M16/6 Throttle valve actuator M16/6m1 Actuator motor M16/6r1 Actual value potentiometer 1 M16/6r2 Actual value potentiometer 2 M16/59 Exhaust flap actuator motor M44 Charge air cooler circulation pump N3/10 ME-SFI [ME] control unit R48 Coolant thermostat heating element S43 Oil level check switch T1/1 Cylinder 1 ignition coil T1/2 Cylinder 2 ignition coil T1/3 Cylinder 3 ignition coil T1/4 Cylinder 4 ignition coil Y49/1 Intake camshaft solenoid Y49/2 Exhaust camshaft solenoid Y58/1 Purging switchover valve Y58/2 Partial load crankcase ventilation valve Y76/1 Cylinder 1 fuel injector Y76/2 Cylinder 2 fuel injector Y76/3 Cylinder 3 fuel injector Y76/4 Cylinder 4 fuel injector Y77/1 Boost pressure control pressure transducer Y94 Quantity control valve Y130 Engine oil pump valve 63

65 Powerplant Engine management P

66 Engine management Block diagram of CAN networking A1 Instrument cluster A1e4 Fuel reserve warning lamp A1e58 Engine diagnosis indicator lamp A1p13 Multifunction display A7/3 Traction system hydraulic unit A89 DISTRONIC electric controller unit (with code (239) DISTRONIC PLUS) B4/1 Fuel level indicator fuel tank fill level sensor, left B4/2 Fuel level indicator fuel tank fill level sensor, right B4/7 Fuel pressure sensor B64/1 Brake vacuum sensor CAN B Interior CAN CAN C Powertrain CAN CAN D Diagnostic CAN CAN E Chassis CAN F58kR Circuit 15 relay LIN B15 Battery sensor LIN L6/1 Left front axle rpm sensor Powerplant L6/2 Right front axle rpm sensor L6/3 Left rear axle rpm sensor L6/4 Right rear axle rpm sensor M3 Fuel pump M13/5 Coolant circulation pump N2/10 Supplemental Restraint System control unit N3/10 ME-SFI [ME] control unit N10 SAM control unit N22/7 Automatic air conditioning control and operating unit N30/4 Electronic Stability Program control unit N45 All-wheel drive control unit N49 Steering wheel angle sensor N69/1 Left front door control unit N72/1 Upper control panel control unit N72/1s50 ECO start/stop function button N73 Electronic ignition lock control unit N80 Steering column tube module control unit N118 Fuel system control unit S9/1 Brake light switch S16/12 Automatic transmission mode button S40/4 Cruise control lever X11/4 Diagnostic connector Y3/14n4 Fully integrated transmission control unit, dual clutch transmission Y68/3 All-wheel drive solenoid valve 65

67 Transmission Transmission data AMG SPEEDSHIFT DCT 7-speed sport transmission The dual clutch AMG SPEEDSHIFT DCT 7-speed sport transmission is a 7-speed automatic transmission consisting of two sub-transmissions, each with its own clutch. It provides smooth, quick gear changes with no loss of tractive power, as well as multiple downshifts for rapid sprints. The AMG SPEEDSHIFT DCT 7-speed sport transmission features seven ratios and one reverse gear. From a technical point of view, it is an automated 3-shaft manual transmission consisting of two sub-transmissions, each with its own clutch. The AMG SPEEDSHIFT DCT 7-speed sport transmission offers: Smooth, quick gear changes with no loss of tractive power A highly sporty driving style Optimum adaptation of the transmission to the current driving style with the Comfort, Sport and Manual transmission modes Race-Start function providing the best possible acceleration from a standstill In contrast to automatic transmissions with torque converter, the torque is transmitted via one of the two clutches connecting the relevant sub-transmission with the powerplant. When changing gears, the one clutch closes while the other opens at the same time. This results in spontaneous gear changes and extremely short shift times with no interruption of tractive power. The characteristics of the three transmission modes: Comfort: Early upshifting and downshifting keep the engine speed low for particularly fuel-saving driving Sport: Gear changes occur at higher engine speeds for a more nimble feel, and multiple downshifts at kickdown enable rapid sprints Manual: Manual gear changes via the shift paddles on the steering wheel with monitoring of the gear selection within the permissible engine rpm ranges One of these sub-transmissions carries the even gears, the other the odd gears. When accelerating or braking, the next gear up or down is already being set on the unused subtransmission so that the gear change can occur instantaneously with no loss of tractive power. The direction reversal necessary for reverse gear is achieved in the AMG SPEEDSHIFT DCT 7-speed sport transmission without the use of an additional shaft. Reverse gear is engaged via an intelligent actuation of the gearwheels for 2nd, R, 3rd and 1st gears, and by using all the existing shafts. This is a major factor in its extremely short and compact design. The dual use of the drive gears for 4th and 6th gears and for 5th and 7th gears is another technical highlight, with one drive gear operating two output gears. The AMG SPEEDSHIFT DCT 7-speed sport transmission contains the following components: AMG SPEEDSHIFT DCT 7-speed sport transmission with three transmission modes (Comfort, Sport, Manual) Race-Start function Double-clutching function when downshifting Partial cylinder suppression when upshifting 66

68 Technical data Unit A 45 AMG 4MATIC Transmission data Transmission F-DCT 450 (AMG SPEEDSHIFT DCT 7-speed sport transmission) Transmission model Transmission version Number of gears 3-shaft dual clutch transmission 7 + 1R Weight (including PTO and transmission oil) kg 97 Overall ratio i AMG SPEEDSHIFT DCT 7-speed sport transmission P

69 Transmission 4MATIC Automatically controlled all-wheel drive (4MATIC) The automatically controlled all-wheel drive (4MATIC) is a hang-on all-wheel drive system with a power take-off mounted on the dual clutch transmission and a multidisk clutch integrated in the rear axle differential. Mounting the power take-off on the dual clutch transmission means that one common oil supply can be used. The controlled distribution of the drive torque is variable and directs up to 50 % of the drive torque to the rear axle by closing the multidisk clutch in the rear axle differential. The drive torque is distributed between the front axle and, via the power take-off without off-road ratio, to the rear axle. The propeller shaft turns continuously while driving. The oil pump in the rear axle differential generates an oil pressure in the event of an rpm difference between the wheels of the front axle and those of the rear axle. The rising oil pressure acts on the piston, which operates the multidisk clutch in the rear axle differential. In this way the torque starts to be transferred. The all-wheel drive control unit uses a solenoid valve to regulate the oil pressure and thus the drive torque transmitted to the rear axle according to the driving situation. The dynamics of the all-wheel drive system are influenced by the ESP modes. AMG SPEEDSHIFT DCT 7-speed sport transmission 1 Dual clutch transmission 2 Left front axle shaft 3 Right front axle shaft 4 Power take-off P

70 Technical data Unit A 45 AMG 4MATIC Power take-off Max. torque at propeller shaft Nm 1000 Weight (including transmission oil) kg 8.5 Final drive ratio i 0.41 Rear axle differential with integrated multidisk clutch Max. torque Nm 1000 Ring gear diameter mm 145 Weight (including transmission oil) kg 20.5 Final drive ratio i MATIC Transmission Drivetrain 1 Dual clutch transmission 2 Left front axle shaft 3 Right front axle shaft 4 Power take-off 5 Rear axle propeller shaft 6 Multidisk clutch 7 Left rear axle shaft 8 Rear axle differential 9 Right rear axle shaft Y68/3 All-wheel drive solenoid valve P

71 Transmission 4MATIC Power take-off The propeller shaft transmits the torque from the power take-off of the dual clutch transmission to the rear axle differential. The constant velocity joint at the transmission end of the propeller shaft is bolted to the propeller shaft flange of the power take-off. At the rear axle differential end, the propeller shaft is bolted to the rear axle differential via another propeller shaft flange. The shafts in the housing of the power take-off are carried in tapered roller bearings with minimized friction. They are lubricated via the common oil supply with the dual clutch transmission. bbnote In contrast to universal joints, constant velocity joints transmit the rotary motion uniformly, i.e. the angular velocities of the input and output sides are identical. This prevents irregularities in the drivetrain and additional loads on the surrounding components. AMG SPEEDSHIFT DCT 7-speed sport transmission 1 Dual clutch transmission 1a Dual clutch 4 Power take-off 4a Spur gears (helically geared) P b 4c 4d Pinion gears (spiral toothed) Rear axle propeller shaft flange Tapered roller bearing 70

72 Rear axle differential The rear axle differential is designed as a single-speed differential. The housing of the rear axle differential is made of aluminum and is bolted onto the assembly carrier of the rear axle. 4MATIC Transmission Rear axle 5 Rear axle propeller shaft 6 Multidisk clutch 8 Rear axle differential Y68/3 All-wheel drive solenoid valve P

73 Transmission 4MATIC Electronic Traction System The Electronic Traction System is an automatically operating system for improving start-off and acceleration capabilities on different road surfaces. It replaces the Automatic Locking Differential (ASD). The system operates by intervening in the braking process at the driven wheels. The Electronic Traction System prevents the drive wheels from spinning on one side when moving off and accelerating, as well as brief spinning of the drive wheels on both sides when cornering within specified vehicle speed ranges. If one or more wheels starts to spin on slippery ground, the system automatically builds up the brake pressure necessary at each wheel to stop the spinning wheels. At the same time, the locking differential effect produced in this way shifts the drive torque to the non-spinning wheels. In parallel with the wheel-selective braking intervention, the ME-SFI control unit reduces the torque in order to keep the vehicle in a controllable state. The Electronic Stability Program warning lamp in the instrument cluster shows when a wheel speed does not match the vehicle speed. It thus alerts the driver to the fact that he has exceeded the physical limits with his vehicle. Sectional view of rear axle differential 6 Multidisk clutch 8 Rear axle differential 10 Oil pump Y68/3 All-wheel drive solenoid valve P

74 Multidisk clutch The multidisk clutch connects the front drivetrain with the rear axle differential. It allows the torque to be shifted variably between the front and rear axles. To enable the rear axle to be activated, the multidisk clutch is accommodated in the housing of the rear axle differential. The multidisk clutch shares the oil supply with the rear axle differential. The propeller shaft turns continuously while driving. The oil pump in the rear axle differential generates a rising oil pressure in the event of an rpm difference between the front and rear axles. The rising oil pressure acts on the piston, which operates the multidisk clutch in the rear axle differential. In this way the torque starts to be transferred. The all-wheel drive control unit uses a solenoid valve to regulate the oil pressure and thus the drive torque transmitted to the rear axle according to the driving situation. The dynamics of the all-wheel drive system are influenced by the ESP modes. 4MATIC Transmission Sectional view of rear axle differential Arrow Direction of travel 10 Oil pump 11 Pressure chamber 12 Piston P

75 Chassis Steering AMG Sport speed-sensitive power steering The steering system provides superior steering precision and direct steering behavior. The AMG Sport speed-sensitive power steering: Enables accurate directional control of the vehicle even at high speeds Allows a sporty driving style thanks to direct steering behavior Provides improved feedback at increasing speed thanks to the speed-sensitive assistance of the power steering The AMG Sport speed-sensitive power steering consists of the following components: Rack-and-pinion steering gear Power steering with speed-sensitive assistance Torsionally stiffer design of the steering column AMG Sport speed-sensitive power steering 1 Rack-and-pinion steering gear A91b1 Electric power steering torque sensor A91m1 Electric power steering actuator motor N68 Electric power steering control unit P

76 Front axles Heavily stiffened guide bearings on the transverse control arm Pre-stressed and stiffened comfort bearing Stiffened, geometrically modified steering knuckle (more camber) Axles and suspension AMG Performance suspension The AMG Performance suspension includes stiffer dampers and stronger springs than the AMG sports suspension. This increases lateral support, resulting in smaller roll angles during dynamic driving. Chassis Rear axles Stiffening of all elastomer bearings Introduction of special tie rods (forged aluminum) Suspension systems Beside the standard-equipment AMG sports suspension, an AMG Performance suspension system is also offered for the A 45 AMG 4MATIC. A conventional steel suspension system is standard. This consists of a wheel-carrying front axle suspension strut, a tubular torsion bar and double-tube shock absorbers on the front axle, a solid torsion bar and singletube shock absorbers on the rear axle as well as rear axle springs. Cross sections of torsion bars Unit Cross section in AMG sports suspension Cross section in AMG Performance suspension Front axle mm 23.5 x x 4 Rear axle mm 22 solid 22 solid A B MacPherson front suspension with rack-and-pinion steering 4-link rear axle P

77 Chassis Brake system Technical data Unit A 45 AMG 4MATIC Front brake system Type of brake Design of brake disk 4-piston fixed caliper Internally ventilated, perforated Brake disk diameter mm 350 Brake disk thickness mm 32 Pad area cm Rear brake system Type of brake Design of brake disk 1-piston floating caliper Internally ventilated, perforated Brake disk diameter mm 330 Brake disk thickness mm 22 Pad area cm

78 Wheels and tires Chassis Light alloy wheels Front wheel Front tire Rear wheel Rear tire Code 649 Titanium gray Code 694 Matt black Code 780 Titanium gray Code 787 Matt black 8J x 18 ET /40 R18 8J x 18 ET /40 R18 8J x 19 ET /35 R19 8J x 19 ET /35 R19 8J x 19 ET /35 R19 8J x 19 ET /35 R19 8J x 19 ET /35 R19 8J x 19 ET /35 R19 Code 649 P Code 694 P Code 780 P Code 787 P

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