DEVELOPMENT

You will find the figures mentioned in this article in the German issue of MTZ 6/2004Gasoline Engines
beginning on page 436.

Der neue V6-Ottomotor M 272

von Mercedes-Benz

The New M 272

V6 Gasoline Engine
of Mercedes-Benz

Spring 2004 saw the presentation of a new engine variant on the new
SLK, with a displacement of 3.5 liters. Internally called the M 272, it
represents the basis for a new engine series that will gradually
replace the proven M 112 V-engines in the years to come. Con-
ceived as a 6-cylinder naturally-aspirated engine in 90° V-configura-
tion, this 4-valve engine will be used worldwide. Among the en-
gine‘s – developed in 36 months – impressive features are remark-
ably low fuel consumption and emission levels, as well as a sophis-
ticated acoustic design, with the various vehicle designs bound to
exert a significant influence on the specific engine adaptations.

1 Introduction to equip the new engine generation with

The first variant of the new 6-cylinder gaso-
line engine described in the following arti-
cle will con-stitute the basis of a complete-
ly new generation of V-engines (NGV) that
will successively replace the existing mod-
els of the current M112 engines.
The development objective was to
achieve not only a top-class engine with re-
gard to the specific parameters but also, to
integrate them into a unique driving expe-
rience for the global premium segment.
Owing to the increased requirements
placed on the vehicles, engine development
plays an ever increasing role.
By Peter Lückert, Against the backdrop of increasingly
stringent and diverse global requirements
Anton Waltner,
concerning fuel consumption and emis-
Erhard Rau, sions legislation, the future viability of a
drive is increasingly determined by the
Guido Vent and
modularity of applicable technologies. Con-
Hans-Christoph Wolf sequently, the development objective was
the necessary technology basis to meet the
required profile and designed so that future
requirements can be met by expanding the
modular technology. The development of
this drive train was successfully completed
in 36 months, despite extremely demand-
ing requirements. During the development
of the top-class drive train for the new SLK
series, besides a high level of comfort and
low fuel consumption -the focus was
placed, in particular, on a sporty engine
configuration with a high level of respon-
siveness, torque, and power development,
as well as segment-specific sound charac-
teristics.
2 Objectives
The following key items were deemed to be
the most important defining features for
the new development and so the main
challenges for the project team:

MTZ worldwide 6/2004 Volume 65 7

DEVELOPMENT Gasoline Engines
■ top-class engines usable from C-
through to the S-Class
■ economic fuel consumption
■ benchmark-capable NVH characteristics
with vehicle-specific sound characteristics
■ SULEV capability
■ ease of service
■ high quality standard
■ high reliability
■ flexibility requirements for production
■ a modular foundation for future addi-
tional technology modules and drive train
variants.
Based on these requirements, the items
from the previous model series were identi-
fied which could be developed and used for
the current project. Proven concepts, as-
semblies, and components were adopted
with appropriate modifications where re-
quired. Consequently, the cylinder spacing
and layout with a 90° V-angle, the die-cast
crankcase concept with aluminum-silicon
liners (Silitec) and the balancing for a
smooth ride by using the balancer shaft
concept were incorporated from the previ-
ous V6-series. All other components and as-
semblies including the engine control sys-
tem and the complete exhaust emission
concept were completely re-designed.
The specifications for the new concepts
were selected based on extensive variant
analysis. Simulation played an important
role in the early phase of the development.
In particular, more importance was placed
in technology monitoring. A summary of
the decision-matrix, which played a major
role in the decision-making process with re-
gard to technology application and cus-
tomer benefit, is shown in Figure 1.
3 Basic Design Concept
During the concept specification phase the
issues of ”High-quality NVH“ and ”Perfor-
mance-oriented engine“ played a major
role in the design considerations. In addi-
tion, importance was placed on the system
integration aspects and also issues con-
cerning economical production and assem-
bly, as well as ease of service. In order to be
able to address these issues, service and
production experts were always involved
in the concept description and the identifi-
cation of design solutions.
4 Design Features
The following description outlines the key
items of the basic engine design, air flow
components, as well as the cooling concept.
A cross-section and longitudinal section of
the 3.5 liter V6 are shown in Figure 2 and
Figure 3.
8 MTZ worldwide 6/2004 Volume 65
4.1 Crank Assembly
and Crankcase
The centerpiece of the crank assembly is
the quadruple-bearing, forged crankshaft
with 6 counterweights, induction-hard-
ened main bearings and connecting rod
bearings, which, in conjunction with excel-
lent levels of bending resistance and tor-
sional stiffness. Furthermore the consistent
implementation of lightweight design on
the crank assembly, ensures a high natural
vibration frequency.
The connecting rods, Figure 4, are de-
signed as forged split connecting rods and
weight-milled for optimal smooth running.
One of the key development objectives was
to achieve as low a total mass as possible
for the connecting rod.
To achieve this, the following measures
were implemented:
■ use of the high-strength material
70MnVS4
■ trapezoidal connecting rod concept with
top-guided connecting rod; this, in addition
to the reduced connecting rod mass, has a
positive effect on the weights of the pistons
and piston pins; the trapezoidal shape also
reduces material usage while increasing
rigidity in the small connecting rod eye by
a factor of 2
■ due to an optimized clamping concept,
more accurate positioning of the connect-
ing rod was achieved in machining, result-
ing in a further reduction of nominal cross-
sections, without falling short of the mini-
mum wall thickness after tolerance.
Applying a thorough, strength-opti-
mized detail design, a connecting rod
weight of 485 g was finally achieved, which
is equivalent to an average mass reduction
of 15 % to 20 % compared to competitive
products in the relevant segment.
The objective in piston/piston ring pack-
age design was reducing mass and friction
losses. Due to a new casting mold concept,
the piston weight was reduced by 12 %.
Overall geometric optimization, also with
regard to top-guided connecting rods, re-
sulted in a very short and hence light piston
pin. In order to achieve very small, noise-
relevant amounts of play and to improve
the emergency running characteristics, the
gravity-cast pistons are coated with plastic
in which iron particles are embedded as a
running matrix. In order to reduce groove
wear and thus stabilize engine operation
parameters, an enhanced hard-anodized
coating is employed.
In addition to the already mentioned
balancer shaft adopted from the previous
model series (a hollowed shaft positioned
in the V of the cylinder banks rotating
against the crankshaft, with weights on the
shaft ends), a 2-mass vibration damper is
used. to meet the requirement for very
smooth operation over the entire engine
speed range with increased specific power.
The crank assembly is shown in Figure 5.
The crankcase improvements were
aimed at bringing about an increase in
structural rigidity by means of
■ transverse bolting on the bearing blocks
■ widening the main bearings,
■ widening the engine mount connection
in the Z direction (vertical axis)
■ systematic crankcase rib reinforcement
and so obtaining further improvement
of NVH characteristics under full-load oper-
ation, Figure 6.
As in the previous model series, the
skirt-design die-cast aluminum crankcase
features spray-compacted aluminum-sili-
con liners which are integrated directly in
the die-casting process and consequently,
in addition to excellent heat dissipation
and minimal distortion, also provide the
basis for a very lightweight crankcase con-
cept [1]. In addition to widening the main
bearings and reinforcing the cast iron bear-
ing caps, the caps are now bolted trans-
versely to the crankcase at all bearing
points.
An engine mount flange with a square
cross-section was created, as a result of
which the natural vibration has the same
levels in all spatial directions. This ensures
that dynamic rigidity is one order of mag-
nitude higher than the rigidity of the en-
gine bearings, resulting in very good struc-
ture-borne sound isolation, Figure 7.
4.2 Cylinder Head Concept
and Control System
For the M 272, the 4-valve concept with its
two camshafts, phase adjusters, and central
spark plug was selected. This has proved re-
liable on many Mercedes-Benz engines,
and layed the foundation for potential ad-
ditional innovation steps. Figure 8 shows
part of a cross-section of the compact-de-
sign combustion chamber. Using the small
valve angle of 28.5° a compression ratio of
ε = 10.7 was achieved. For additional details,
Figure 9 shows details of the combustion
chamber layout for a selected piston posi-
tion.
The upper bearing of the two camshafts
for each cylinder bank is provided by the
cylinder head cover made from die-cast alu-
minum. This created a very rigid and com-
pact design. The camshaft adjusters of the
intake and exhaust camshafts are each
bolted to the front camshaft flange. Due to
the vane-type adjuster design, Figure 10,
fast and variable valve timing variation is
possible over a wide range of adjustment
(the current total crank angle adjustment
range is 40 °). This develops the potential

for high torque at low engine speeds as
well as high specific outputs.
Due to the additional exhaust-end
camshaft adjustment, more precise timing
was achieved, which map-dependent, in-
creased internal exhaust gas recirculation.
This allowed expanded the economical
ranges in the map and achieved excellent
idling quality with minimal overlap. The
design and combination of the vane-type
camshaft adjuster with oil pressure levels
being regulated via the hydraulic valve in-
tegrated into the center screw, allows for
an extremely compact design. The sensor
concept allows for each camshaft adjuster
to be individually controlled.
An enormous amount of development
effort was expended on achieving an effec-
tive and durable sealing concept, with em-
phasis on the sealing strips providing min-
imal leakage and friction.
The camshaft drive takes the form of a
twin-row 8-mm silent chain for both intake
camshafts. The exhaust camshafts are dri-
ven using a gear pair from the respective
intake camshafts and tensioned for noise
control. This resulted in a compact control
drive chain. The internal gear oil pump is
driven via a short roller chain with a pitch
of 7 mm. The complete drive chain is shown
in Figure 11.
In order to satisfy the requirements of
the valve train for low power input, mini-
mization of moving masses, and freedom
from maintenance, the transfer of cam rise
is performed by roller drag levers with ver-
tical hydraulic elements for valve play com-
pensation. The disk diameters are 39.5 mm
for the intake-valve and 30.0 mm for the
exhaust-valve. All valves have a standard
shaft diameter of 6 mm.
The built camshafts are manufactured
using internal high-pressure forming, in
which the cams are locked into a support-
ing tube subjected to an internal pressure
of up to 2,600 bar in the joining process.
Figure 12 shows the layout in detail.
4.3 Coolant Circuit and Heat
Management
Modern engine design must accommodate
comprehensive optimization strategies
with regard to heating comfort and also im-
prove emission levels and fuel consump-
tion by means of appropriate heat manage-
ment. In addition to the basic cooling cir-
cuit concepts configured in the form of
cross-flow cooling, a warm-up map-orient-
ed automatic control of coolant flow was
provided using an electronic 3-disk thermo-
stat, Figure 13.
In order to be able to exploit the operating
ranges of the engine under optimized ther-
mal conditions, a control strategy was de-
MTZ worldwide 6/2004 Volume 65
DEVELOPMENT
fined, the general structure of which is
shown in the schematic diagram in Figure
14. The electronically controlled 3-disk ther-
mostat valve and its functioning are shown
in Figure 15 and Figure 16 respectively.
These allow rapid warming of the com-
bustion chambers by not circulating coolant
during the warm-up phase, as well as freely
adjustable coolant temperatures depending
on driving style and ambient conditions.
This variability permits demand-oriented
heat transfer to the heat exchanger.
4.4 Air Ducting, Air Flow and
Combustion
The most important requirements for the
combustion configuration of the M 272
which are presented here result from the
specific demands for:
■ top levels of torque and power
■ very low fuel consumption levels
■ low noise
■ compliance with valid WEU and US emis-
sion legislation
■ future viability with regard to CO2 limits
and SULEV limits.
The 4-valve technology with central
spark plug, continuous camshaft adjust-
ment for intake and exhaust, variable intake
manifold, tumble flaps in the intake ports,
and high-performance exhaust gas af-
tertreatment technology, which will be dis-
cussed in greater detail later, represent the
technological basis for achieving these ob-
jectives.
The 4-valve technology with central
spark plug, continuous camshaft adjust-
ment for intake and exhaust, variable intake
manifold, tumble flaps in the intake ports,
and high-performance exhaust gas af-
tertreatment technology, represent the tech-
nological foundation for achieving these ob-
jectives.
In order to obtain a specific output of over
57 kW per liter of displacement, the air ducts
were designed for maximum air mass flow.
The raw air intake was optimized in terms of
noise by using woven hoses (NVH concept)
without any negative impact on flow. Also,
resonators were integrated into the air
cleaner reduce resonance in the intake noise.
Elaborate air flow and 3D flow calcula-
tions were conducted for the intake tract, the
intake manifold and for all the other air-car-
rying components, Figure 17. Due to fully re-
tractable tumble flaps with contours that do
not interfere with air flow systematic
charge optimization became possible for
full-load operation for the first time.
Optimization of the intake ports, gas cy-
cle calculations demonstrated that under
such geometric conditions a two-stage lon-
gitudinally variable intake manifold pro-
duced a homogeneous torque characteristic
Gasoline Engines
and the dynamic operation shows no disad-
vantages over the conventional approach.
Figure 18 shows the two control stages:
■ If the variable flaps are closed, a high
torque is achieved at low engine speeds due
to the favorable air pulsation conditions of
the “long” intake arms.
■ The “short” intake length, on the other
hand, ensures high specific outputs in the
upper speed range.
By means of simulations, matching mea-
surements, and systematic implementation
of detailed findings about the air ducting
system, the blow values were improved by
approx. 12% during the course of develop-
ment. Having considered several methods
for influencing air charging and flow, the
tumble flaps were selected for combustion
optimization, hence meeting customer re-
quirements in partial load operation
Figure 19 shows how the tumble flaps
were positioned at the cross-section of the
transition from the intake manifold to the
intake ports.
The high residual gas levels that can be
reached in principle, due to large valve
overlaps and due to the associated lower
gas cycle losses, lead in extreme cases, to
relatively 'slow' and unstable combustion.
To realise additional consumption advan-
tages, measures for increasing turbulence
in the combustion chamber will be re-
quired. In partial load operation, the tum-
ble flap positioned in the flow-optimized
intake port is used for generating substan-
tial tumble, which disintegrates into turbu-
lence in the course of the compression cy-
cle, Figure 20.
Figure 21 shows the influence of the
tumble flap on the tumble ratio and the re-
sulting turbulence characteristic at a partial
load point. It can be seen that the turbulence
value has almost doubled in the range im-
portant for combustion stability at a crank
angle of approx. 700 °.
The positive influence on combustion is
shown in Figure 22, where combustion du-
ration is reduced by up to 30% at the depict-
ed point. This is reflected in a further in-
crease in residual gas compatibility with
minimal cyclical fluctuations and ultimate-
ly in the desired fuel consumption reduction,
Figure 23.
4.5 Engine Management
and Fuel Injection
The engine management system was devel-
oped together with Bosch. The software in-
frastructure is the torque-based ME 9.7 en-
gine control system, Figure 24. In this way
the requirements for monitoring and con-
trolling the combustion, as well as exhaust
emission quality are met. Naturally, all the
diagnostic functions specified by exhaust
9
DEVELOPMENT Gasoline Engines
emission laws , have been integrated. Safety
codes for vehicle immobilizers, control func-
tions, and monitoring functions for connect-
ing the transmission control systems are
standard.
The engine control system is engine-
mounted as shown in Figure 25 and is har-
moniously integrated into the engine cover
concept which, for optical reasons, is still
comprised of the intake manifold and cover.
Attention was paid to short electrical paths
in order to minimize electromagnetic inter-
ference (EMC).
The ignition values are incorporated into
the ignition coils supplied by the DELPHI cor-
poration, and positioned directly above the
spark plugs. The newly developed DEKA 7 in-
jection valves are supplied by Siemens VDO
Automotive [2].
4.6 Exhaust System
In order to create the optimal exhaust gas af-
tertreatment system, one must not only take
technical issues, but also market acceptance
into account. In the case of the new SLK it
had to be assumed that for the purpose of a
specified ”sporty“ sound design, the usual
”underfloor“ front mufflers should be posi-
tioned at the center of the vehicle and that
the entire system should be a twin-branch
design with a switchover valve and appro-
priately sized rear mufflers. In addition, the
SULEV capability of the system was taken in-
to account, as a result of which the future
EU5 limits can also be met.
4.6.1 Overall Concept
of the Exhaust System
The complete exhaust system was specified
as shown in Figure 26. The selected pipe di-
ameters and the position of the switchover
valves between the two exhaust branches
were laid out so that the torque-oriented
engine character is influenced positively.
The overall concept of exhaust gas af-
tertreatment uses additional secondary
high flow air injection, directing the air
mass via optimized blowing points in the
exhaust ducts in a manner suited for after-
burning.
4.6.2 Catalytic Converters
and Sensors
Underhood, 2-brick, high-temperature re-
sistant catalytic converters with linear
lambda control constitute an integral part
of the core module of the exhaust gas af-
tertreatment system. These are bolted di-
rectly onto the twin-shell LSI sheet metal
exhaust manifolds. A cross-section of this
unit is illustrated in Figure 27.
The ceramic substrate of the module is
positioned in the direction of flow. The first
brick is a monolith 50 mm long with 600
10
Acknowledgements
First and foremost, the authors would like to thank their colleagues on
the project team and also all the other staff involved, as well as suppliers,
for their competent support and the many helpful comments and sugges-
tions during the project. For assistance with preparing the text and graphic
design, our special thanks go to Dipl.-Ing. Detlef Panten, who works
freelance for Daimler-Chrysler AG.
cpsi. The second has the same cpsi but is 70
mm long. The total catalytic converter ca-
pacity is 2.64 l.
Placement of the diagnostic and guid-
ance probe in the gap between the first and
second brick led to significant dynamic re-
sponse advantages for lambda control com-
pared with other design variants. In order
to minimize the consumption-relevant full-
load enrichment, a latest-generation high-
temperature resistant (1000°C) tri-metallic
coating was specified for both monoliths.
All the country-specific exhaust system
variants can be implemented without cost-
intensive changes to the outer contour. In
addition, the concept offers sufficient po-
tential for meeting more stringent emis-
sion limits (EU5/SULEV).
Naturally, the inflow and through-flow
values of the relatively voluminous ex-
haust system were optimized using 3D cal-
culations for pressure and temperature dis-
tribution. The calculations suggested a long
life durability, which has meanwhile been
verified by various vehicle endurance tests.
5 Technical Data
Figure 28 provides a summary of the tech-
nical statistics of the M 272 E 35 engine, for
which the principal data has also been com-
piled in Table 1.
The acceptance diagram of the M 272 on
the SLK is shown in Figure 29. The mean
pressure curves of the M 272 E 35 are, com-
pared with competitors, at the upper end of
the current FEV scatter and thus confirm,
Figure 30, the top engine performance ex-
pected by customers in the premium seg-
ment.
The fuel consumption map typical of the
M 272 E 35 engine is shown in Figure 31.
Comparative values for the best point of the
map are shown in Figure 32. Values for the
normal partial load value at pme = 2 bar, n =
2000 rpm, are shown in Figure 33. The NEDC
consumption levels determined under EU4
exhaust emission certification conditions for
the M 272 E 35 on the new SLK are listed in
Table 2.
For the new SLK, the currently scheduled
engine/transmission combinations are
shown in Table 3.
6 Summary
The development of a new generation of V-
engines accounts for the expanded require-
ment profile for the top drive train in the
gasoline engine range at Mercedes-Benz.
Use of an expanded technology foundation
satisfies the requirement for achieving high
output and torque levels and simultaneous-
ly, reducing fuel consumption with increas-
ing driveability. Furthermore, the key brand
values such as comfort, quality, reliability
and fuel economy have been successfully
enhanced. A flexible manufacturing concept
and the design allow modular use of addi-
tional technology.
Use of technology modules, detailed com-
bustion process development and design
layout have resulted in a completely new V-
6 engine design which, in terms of its specif-
ic output, torque, and fuel consumption lev-
els, is amongst the best in its class. The en-
gine will be available with manual or auto-
matic transmission and is able to meet the
stringent exhaust emissions limits in WEU
and in the US.
The drive train meets its design specifica-
tion, to provide the new SLK with convincing
sportiness and give customers significant
improved driveability. Requiring only 5.5
seconds to accelerate from 0 to 100 km/h, the
naturally-aspirated 3.5 liter V6 engine in the
new SLK, offers absolute top-class perfor-
mance at sports car level.
References
[ 1 ] Kollmann; Fortnagel; Niefer; Thom et al.:
Die neuen V-Motoren von Mercedes-Benz.
In: MTZ (58), 1997, Nr. 6, 7/8 and 9
[ 2 ] Bretl, M.; Weber, C.: Benzineinspritzventile
mit großer Einbauflexibilität. In: MTZ (65),
2004, Nr. 2
MTZ worldwide 6/2004 Volume 65