Introductory information on the launch

of an engine model
series
Engine 260 in model 177
 SN00.00-P-0009AB

SN00.00-P-0009AB Introductory information on the launch of an engine model 06.04.2018

series

Engine 260 in model 177

View of engine from front right

P01.10-3488-06

View of engine from right rear

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SN00.00-P-0009AB
Introduction
At the start of 2018, beginning with the A-Class, model 177,
Mercedes‑Benz is introducing a member of the new 4-
cylinder spark-ignition engine generation with the model
designation M 260. A transversely installed in-line 4-
cylinder spark-ignition engine with direct injection and
charging.
The inline engine M 260 with 2.0 liter displacement will be
used in 2 output levels, 140 kW and 165 kW.
Advancements made with the tried-and-tested
BlueDIRECT combustion system, in combination with the
gasoline particulate filter, help to ensure a low level of
exhaust emissions.
Improved thermodynamics thanks to a modified cylinder
head, optimized combustion, and friction reduction through
cooling duct pistons with a friction-optimized ring package.
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Crankcase
The engineering specifications for the crankcase made of
die-cast aluminum and the crank assembly included fatigue
strength at 120 bar peak pressure and a significant
reduction in drive unit friction.
The crankcase consists of diecast aluminum with cast iron
cylinder liners.
To achieve an even better "NVH" comfort through higher
structural stiffness, the ridging structure has been further
optimized in comparison to the predecessor crankcase.
The cylindrical tubes with wear-resistant cast-iron sleeves
are cooled by twin valve cooling bores on the center and
edge cylinders.
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The good noise and vibration comfort that is required in the
premium segment is achieved through comprehensive
"NVH" measures ("noise, vibration, harness").
Overview of new features
• Friction-reducing form honing
• Cooling duct piston with ring support
• Centrally-located piezo injectors
• CAMTRONIC at inlet side
• Gasoline particulate filter with sensor system
• Increased compression ratio
The surface precision geometry or precision honing for the
barrel familiar from the predecessor engine has been
combined with form honing known as "trumpet honing". The
beveled expansion of the cylinder diameter in the piston's
lower reversal point provides greater piston clearance,
whereby the friction power between the barrel and piston is
massively reduced. In the upper reversal point of the
piston, the piston clearance is kept tight to ensure that the
high "NVH" requirements are met. Furthermore, the
optimization of the of the piston rings contributes to the
reduction of friction losses.
Low-viscosity engine oil is also used to further reduce the
overall friction level for the engine.
 SN00.00-P-0009AB

Form honing
1 Piston top dead center (TDC)
2 Piston bottom dead center
(BDC)
A Engine operation (hot)
B Cylindrical honing
C Trumpet honing
D Thermal expansion of piston
skirt

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Crank assembly
The crankshaft is forged and has eight counterweights, the
arrangement and form of which ensure a low deflection of
the crankshaft and a low overall height.
As a result of the consistent use of modern methods, it was
possible to use a cast piston with the cooling duct in a
supercharged engine. The recesses of the cast pistons are
adapted at the combustion system and the arrangement of
the injection valve.
The piston cooling creates the conditions for reduced
piston crown temperatures that favor stable combustion
while also reducing in-engine emissions.
The shear stresses of the piston rings were optimized in
combination with form honing to minimum values for friction
power, oil consumption, weight and blow-by volumes.
Along with the reduced ring stresses, the significantly
reduced asymmetric piston skirt bearing surfaces with
optimized carbon coating and the fine adjustments made to
the piston clearance along with the oil-spray cooling
contribute decisively to reduction in friction.
The filigree forged connecting rod, engineered to achieve
minimum weight, is designed as a trapezoidal connecting
rod at the small conrod eye, and equipped with a thin-
walled full bronze bushing.

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Piston
1 Cooling duct
2 Ring support
3 Friction-reduced piston rings
4 Hardened piston pin
Chain drive
To generate greater output and to withstand the higher
crankshaft activation involved, a new chain tensioner with
overpressure valve has been developed. This helps to
ensure that chain wear elongations are less than 0.2 %,
even under extreme conditions.
The tooth-type chain for the control drive was adopted from
the predecessor engine. Precision blanked tabs with a high
burnish content result in an extremely smooth functional
surfaces and - in combination with improved slide rail
geometry - provide a significant advantage in terms of
friction.
Oil circuit and ventilation
The M 260 oil supply takes place through a mechanically
driven, pressure-controlled oil pump in accordance with the
rotary vane principle. A valve integrated into the oil pump
housing enables two compression stages to be actuated to
match engine load and rotational speed mapping, to reduce
drive output in the partial-load range, in particular. The
exchangeable oil filter is mounted on an oil filter module or
oil cooler module screwed to the crankcase. The oil cooling
takes place using the oil coolant heat exchanger, which is a
firmly attached part of the module.
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Cooling-optimized exhaust valves
In the new M 260 exhaust valves in a hollow valve disk
version are used for the first time in a highly supercharged
engine. The inside contour of the hollow valve disk is
reformed in a complex procedure. No critical welding
processes or other sophisticated production processes are
required here to form the cavity. This is why this valve can
be produced economically.
The further significantly improved thermal conduction
means that inexpensive materials with low nickel content
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The blow-by gases are drawn centrally from the cylinder
head cover. The cover geometry and spray-suppression
systems equipped with takeoff point act here as a coarse
oil-vapor separator.
The blow-by gases are routed through a return line into a
partially-integrated into the crankcase oil separator, which
is designed as a baffle-plate separator with coarse and
precision separation. The volumetric flow rate there is
routed, depending on the operating status and the resulting
pressure ratios, into the partial load or full load path, and
then directly to the relevant inlet points in the charge-air
distributor and exhaust gas turbocharger.
The M 260 is also equipped with a ventilation function for
flushing the crank chamber during low-load operation. The
electric switchover valve integrated into the partial-load
breather line enables variable throttling stages, while it also
regulates the ventilation volume.
Large cross-sectional areas, the partially integrated gas
routing, and the design of the interfaces enable stable oil
separation even under extreme operating conditions and
ensure that country-specific emission requirements are
met.
can be used. The temperature in the highly-loaded valve
neck is clearly lowered. The improved heat dissipation also
significantly lowers the temperatures on the underside of
the valve disk and therefore in the combustion chamber.
This in turn reduces the tendency to knock while improving
center-of-combustion locations, and exerting a positive
influence on consumption.

Hollow valve disk
1 Hollow-stem valve
2 Hollow disk valve (new for M 260)
"NVH" comfort
Two-mass flywheel with centrifugal pendulum: The
possibility of driving at a particularly low speed opens a
great potential for saving during consumption compared to
conventional systems. The centrifugal pendulum balances
unwanted torsional vibrations that occur between the
engine and the transmission. The swinging mass parts
swing converse to the torsional vibrations of the engine.
Accordingly, the output potential of the drive is fully
exhausted.
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A modularly constructed Lanchester balancer is located in
the lower part of the crankcase. This dynamic balancer
offsets the principle-related 2nd order free inertial forces
that occur for a 4-cylinder inline engine. For balancing the
inertia forces, the two balance shafts turn in opposite
directions at double crankshaft rotation speed. The balance
shafts are each mounted in two places.
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SN00.00-P-0009AB
Lanchester balancer
1 Crankshaft
2 Gear
3 Balance shafts
Camtronic
The M 260 engine is now generally equipped with all the
CAMTRONIC displacement and output variants.
With the variable valve lift adjustment, less air can be
guided into the combustion chamber under partial-load
range conditions with a smaller valve lift. This means that
lower charge change losses occur. In higher load ranges,
the large valve lift is switched to in order to achieve the full
performance of the major assembly.
The coupling of cylinders 1 and 2 as well as 3 and 4 on one
camshaft piece respectively means that the intake
camshaft of the valve lift of all four cylinders can be
adjusted within a camshaft revolution with the aid of the
valve lift switchover actuator. In addition to the
thermodynamic advantage, the reduced friction power
improves the friction power on the smaller cam stroke.
To ensure optimum combustion despite the smaller valve
lift, the fuel is injected multiple times and the fuel/air
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mixture is ignited multiple times in the low partial-load
range. As a result, the turbulence of the fuel/air mixture in
the combustion chamber around the spark plug is reduced.
The cam lift switchover, the related advanced intake
closure, and the friction reduction all enable combustion
advantages to be realized: In relevant test cycles, a saving
of approximately 1 g of carbon dioxide (CO2) per kilometer
is made. At the same time, CAMTRONIC, with its full stroke
cams ensures that the M 260 has a high output.
The use of CAMTRONIC with a displacement of 2 liters
means that, under real driving conditions, the usable
operating range is widened, which has a positive effect with
regard to fuel consumption. This means that operation of
the M 260 on a small valve lift is possible up to a speed
120 km/h.
 SN00.00-P-0009AB

View of the engine from above

1 Intake camshaft valve lift
switching actuator
2 ME-SFI [ME] control unit
3 Ignition coils
4 Intake camshaft Hall sensor
5 Exhaust camshaft Hall sensor

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Valve lift switchover component

parts
1 Intake camshaft valve lift
switching actuator
2 Intake camshaft
3 Exhaust camshaft
4 Chain tensioner
5 Timing chain
6 Camshaft positioner

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The intake camshaft valve lift switching actuator is located whereby a changeover between a small and large cam
on the cylinder head cover next to the filler neck for engine stroke of the intake valve occurs.
oil.
The intake camshaft valve lift switching actuator controls an
axial shift of the cam sleeves on the intake camshaft,

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SN00.00-P-0009AB

Intake camshaft view

1 Tappet
2 Curved tracks
Y49/8 Intake camshaft
valve lift switching
actuator
Y49/8b1 Intake camshaft
valve lift switching
Hall sensor

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The intake camshaft valve lift switchover actuator
comprises two lift solenoids, each of which actuate one
tappet. When the lift solenoid coil is energized, the tappet
extends; only one tappet can extend, depending on the
position and shape of the curved track on the camshaft.
The respective tappet is reset mechanically by the shape of
the curved track. The current position of the two tappets is
detected by the integrated Hall sensor for valve stroke
switchover on the intake camshaft (Y49/8b1).
Both tappets are retracted in the initial position. The engine
start takes place with long stroke of the intake valves.
The first changeover to a short stroke takes place at the
end of the warm-up phase.
When the intake camshaft valve lift switchover actuator is
actuated by the ME-SFI control unit, the corresponding coil
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Fuel injection system
The fuel injection pressure reaches up to 200 bar. As a
high-pressure pump, a single-piston pump is used with a
quantity control valve integrated in the pump module. The
fuel is routed over a high pressure rail to the injectors,
which are centrally arranged and lead into the combustion
chamber. As injectors, piezo-controlled valves with multiple
holes are used, which are centrally arranged in the
combustion chamber.
The M 260 is designed exclusively for a homogeneous
combustion system. The high level of dynamics involved in
the injection process with minimum opening periods results
in the actuator is energized and one of the two tappets
moves into the relevant curved track.
An axial shift of the camshaft takes places due to the
design of the curved track, and the changeover to a smaller
cam stroke occurs. The tappet is reset mechanically by an
elevation in the curved track.
The camshaft is reset by means of reenergizing the coil.
This time the other tappet extends and the camshaft is
moved in the opposite direction to the position of the cam
with a large stroke.
The actuator is actuated by map-control in an rpm range of
1000 to 4000 rpm by the ME-SFI [ME] control unit with a
pulse width modulated signal of 1 kHz.
in a high pulse retention capability with an impact on the
"NVH" characteristics.
The following levers are present to improve the noise
characteristics in the injection area:
• Number of injection pulses
• Injector stroke
• Opening gradient
• Injection pressure
Through the introduction of a partial stroke with a stroke
reduction by 20% and a flatter opening gradient, a
transition can now be made from mixture-formation-
supporting multiple injection to a single injection in the

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critical operating range in accordance with the NVH
requirements. When in the low-speed range, the injection
pressure is also lowered.
In the fuel high-pressure pump's flow control valve, which
governs the fuel inflow into the high-pressure pump, the
moving component parts have had specified reductions
made to their weight.
Apart from this, the pilot-control logics are used to delay the
float needle of the flow control valve immediately before it
impacts with the injection-valve seat. Both measures result
in a reduction of the pulsed force emanating from the seat
area of the pulsed valve.
View of the engine from above
1 Fuel pressure and temperature sensor
2 Quantity control valve
3 Fuel pump (FP)
4 Rail
5 Fuel injectors (cylinders 1 to 4)
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SN00.00-P-0009AB
The overall package is rounded off with enhanced
decoupling of the injectors at their contact surface on the
cylinder head using a so-called softer perforated disk. Their
increased dampening properties help to reduce the
forwarding of pulses into the structure-borne sound.
The basic requirement here is that the piezo injectors retain
their exact position in the combustion chamber throughout
the engine's entire service life. All in all however, the rigidity
of the perforated disk was able to be reduced by almost
half in comparison to the predecessor engine.
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SN00.00-P-0009AB

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Schematic diagram (fuel low- and high-pressure fuel circuit)

1 Fuel distributor 6 Fuel system high pressure pump
2 Fuel distributor pressure and temperature sensor 7 Quantity control valve
3 Fuel injectors A Low pressure pipe
4 Fuel tank B Fuel high-pressure line
5 Fuel feed module

Air ducting
A major requirement for the significant output increase
compared with the predecessor engine was a complete
redesign of the components that route the air before entry
into the combustion chamber.
The air filter and air inlet grille were redesigned and
adapted to the newly available space in the engine
compartment. During this process, requirements
concerning pedestrian protection also had to be taken into
consideration.
The air ducting is designed so that the flow paths have as
little resistance as possible to achieve low-cost flow
conditions under the existing conditions. The air ducting in
the air filter housing minimizes the flow resistances. The
intake manifold is designed as a two-shell intake manifold.
Apart from the gas cycle design, the charge movement also
has a significant influence on a high torque over large parts
of the rpm range, on low fuel consumption, and on low
exhaust gas emissions. For this purpose, high turbulence is
generated via a corresponding design of the cylinder head.
This improves the combustion process further.

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 SN00.00-P-0009AB

Design of charging system

1 Air cleaner housing
2 Turbocharger
3 Charge air cooler
4 Throttle valve
A Hot charge air
B Intake air
C Charge air cooled

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Turbocharger
1 Boost pressure control flap
actuator
2 ATL with exhaust manifold

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Charging Function sequence for boost pressure control

The core of the charging is a single-pipe exhaust gas
turbocharger with an integrated air gap-insulated exhaust
manifold that can withstand up to 1,050 ℃.
To enable the full potential of the exhaust gas turbocharger
to develop, the boost pressure control was also completely
re-engineered. The actuator, which was previously vacuum
operated, is now replaced by an electrical actuator for the
boost pressure control flap. As a result of its positional

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SN00.00-P-0009AB
feedback and higher positioning rate, the boost pressure
control and diagnosis is considerably improved.
The boost pressure control is realized via the boost
pressure control flap actuator. The boost pressure control
flap actuator is actuated in a characteristics map- and load-
dependent manner by the ME-SFI control unit for boost
pressure control. To do this the ME-SFI [ME] control unit
evaluates signals from the following sensors and functions
of the engine management:
• Pressure and temperature sensor upstream of throttle
valve, boost pressure, and charge air temperature
• Pressure and temperature sensor downstream of
throttle valve, boost pressure, and charge air
temperature
• Pressure sensor downstream of air filter, intake
pressure
• Accelerator pedal sensor, load request made by driver
• Crankshaft Hall sensor, engine speed
• Knock control, transmission overload protection,
overheating protection
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Exhaust system and exhaust gas cleaning
The exhaust system shown here for the M 260 in
model 177 forms the basis for fulfilling the ambitious
12
To reduce the boost pressure, the exhaust flow for the
drive of the turbine wheel is diverted via a bypass by
opening the boost pressure control flap.
The boost pressure control flap actuator actuates - via a
linkage - the boost pressure control flap that closes the
bypass. Part of the exhaust flow is directed through the
bypass past the turbine wheel, whereby the boost pressure
is regulated and the turbine speed limited. In this way the
boost pressure can be adapted to the current load demand
on the engine.
To monitor the current pressure and temperature
conditions in the charge air duct from the exhaust gas
turbocharger to the charge-air distributor, the ME-SFI [ME]
control unit evaluates the signals from the pressure and
temperature sensors and adjusts the boost pressure to the
engine-related requirements.
Compressor inlet and compressor outlet
The compressor inlet and outlet flows have also been
optimized to achieved a relatively uniform pressure
distribution.
specifications for emissions and external noises. The
exhaust system also has to be designed so that the
targeted full-load values for the engines are achieved.
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Exhaust system
1 Lambda sensor upstream of the three-way catalytic
converter
2 Lambda sensor downstream of the three-way
catalytic converter
3 Three-way catalytic converter
4 Gasoline particulate filter differential pressure
sensor
5 Exhaust system temperature sensor
Gasoline particulate filter
The operating principle of the gasoline particulate filter
matches the technology deployed in the diesel vehicles.
The exhaust flow is routed into a particulate filter system,
which is located in the vehicle underbody. The filter has a
honeycomb structure with alternately closing intake and
exhaust ports. This forces the exhaust gas to flow through
a porous filter wall. The soot is separated here, whereby
the filter can be continuously regenerated through
corresponding driving conditions.
Whereas in diesel engines ceramic diesel particulate filters
made of silicon carbide are used, the gasoline particulate
filter technology by contrast relies on the particularly heat-
resistant cordierite. The back-pressure optimized gasoline
particulate filters used here, with high filtration efficiency, is
also maintenance free and self-regulating.
The regeneration (soot combustion) of the gasoline
particulate filter takes place while the vehicle is being
operated in a conventional driving style, predominantly in
overrun mode. The soot combustion takes place as soon
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Cooling
The cooling circuit is regulated by a heat management. An
electronically controlled thermostat provides map-controlled
warm-up control. As a result of this closed-loop control, it is
possible to warm up the combustion chambers quickly
during the warm-up phase.
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SN00.00-P-0009AB
6 Gasoline particulate filter
7 Front muffler
8 Rear muffler
9 Exhaust flap controller
as oxygen is available in the in the gasoline particulate
filter. The highest temperatures of approximately 1,150 ℃
occur in the rear to center area of the gasoline particulate
filter.
The thermal load of the gasoline particulate filter in overrun
mode is primarily dependent on the soot content and the
exhaust gas temperature upstream of the gasoline
particulate filter. If the temperatures during soot combustion
are too high, this may cause damage to the entire gasoline
particulate filter.
The exhaust gas temperature is detected by the
corresponding temperature sensor upstream of the
gasoline particulate filter. The soot content is determined
via the corresponding gasoline particulate filter differential
pressure sensor. The control unit reads the sensor signals
in directly and evaluates them. If the measured values
exceed specific limits, the control unit initiates appropriate
interventions in the engine timing and files a workshop-
relevant fault entry in the control unit.
The coolant temperatures are freely adjustable depending
on driving style and ambient conditions. The coolant circuit
is designed so that the vehicle interior can be warmed up
as quickly as possible.
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SN00.00-P-0009AB

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Schematic diagram of coolant circuit

1 Coolant expansion reservoir 11 Turbocharger
2 Stationary heater 12 Engine cooling circuit coolant pump
3 Engine oil heat exchanger 13 Radiator
4 Switchover valve 14 Check valve
5 Coolant circulation pump A Coolant warm (engine cooling circuit)
6 Heating system heat exchanger B Engine cooling circuit filling line
7 Coolant thermostat C Low-temperature circuit of transmission cooling
8 Crankcase D Engine cooling circuit ventilation
9 Transmission oil heat exchanger E Coolant cold (engine cooling circuit)
10 Coolant circulation pump for low-temperature
circuit of transmission cooling

Maintenance • Service A and B always alternate

The current Mercedes‑Benz maintenance strategy also Additional operations are conducted during these intervals
applies for the M 260; country-specific deviations are (Europe as an example):
possible: • Replace air filter element: Every 75,000 km/3 years
• Europe: • Replace spark plugs: Every 75,000 km/3 years
Fixed maintenance intervals, interval "every 25,000 km/ • Replace fuel filter: 200,000 km/10 years
12 months".
• China: Drain engine oil
Fixed maintenance intervals, interval "every 10,000 km/ The M 260 is no longer equipped with an oil suction pipe
12 months". and therefore it no longer has an oil dipstick.
• USA: The engine oil is drained using a drain screw in the oil pan.
The engine oil level is checked using a sensor in the oil pan
Fixed maintenance intervals, interval "every and on the display on the instrument cluster. This is called
10,000 miles/12 months". up using the steering wheel buttons.

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 SN00.00-P-0009AB

Approach for measuring the engine oil level/oil change see service purposes as per the Mercedes‑Benz Specifications
WIS document AP18.00-P-1812MFA. for Operating Fluids:
• 229.51
Engine oils
The use of the gasoline particulate filter (OPF) for this • 229.52
engine means that this engine's oil change, as for engines • 229.61
with diesel particulate filter (DPF), have to use low-ash • 229.71
engine oil. The following engine oils are approved for

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Performance graph
A 140 kW C Torque curve
B 165 kW D Performance curve

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SN00.00-P-0009AB

Technical data M 260

M 260 DEH LA Unit 140 kW 165 kW
Configuration/cylinder - In line/4 In line/4
number
Number of valves/cylinders - 4 4
Swept volume cm3 1991 1991
Cylinder spacing mm 90 90
Single cylinder volume cm3 498 498
Hole mm 83 83
Stroke mm 92 92
Stroke/bore - 1,1 1,1
Connecting rod length mm 138,7 138,7
Land width mm 7 7
Rated output kW at rpm 140 at 5,800 to 6,100 165 at 5,800 to 6,100
Maximum torque Nm at rpm 300 at 1,800 to 4,000 350 at 1,800 to 4,000
Specific output kW/l 72,8 82,8
Compression ε 10,5 10,5
Emissions standard - Euro 6 Standard Euro 6 Standard

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