Engine Diag - 1512 - 6087 - 02 - 03 - F - 104

Global Training – The finest automotive learning.
Passenger Cars
Gasoline Engines
Emphasis on the M270, M274, M276 and M278
Diagnosis · Fly
Trainer Document
T1003F
26.04.2018
This document is intended for training purposes only. The exercises performed in the course cannot be implemented without
further ado. Country-specific laws, policies, and specifications must always be observed.
The training document is not subject to the ongoing update service. When working on the vehicle, always use the most up-to-
date workshop aids (e.g. EPC, WIS/ASRA, XENTRY Diagnosis/XENTRY TIPS, special tools) provided by the manufacturer for
the vehicle in question.
Printed in Germany
© 2018 Copyright Daimler AG
Publisher: Mercedes-Benz Global Training
The document and all its parts are protected by copyright. Commercial processing or use invariably requires the prior written
consent of Daimler AG. This applies in particular to reproduction, distribution, alteration, translation, microfilming and stor-
age, and/or processing in electronic systems, including databases and online services.
This document is protected by copyright for Daimler AG and Mercedes-Benz Consulting GmbH.
Note: The term “employee” always refers to both male and female employees.
1512 6087 - 3. Edition 26.04.2018 220

Table of contents
Table of contents
1 Orientation (Trainer) ................................................................................................... 1
Instruction....................................................................................................................................... 1
1.1 Welcome ............................................................................................................................... 3
1.2 Round of introductions ......................................................................................................... 5
1.3 Training course learning objectives ...................................................................................... 5
1.4 Course agreements .............................................................................................................. 6
1.5 Agenda ................................................................................................................................. 6
2 Laws and Regulations (Trainer) .................................................................................. 7

Instruction....................................................................................................................................... 7
2.1 Information about product liability and product safety ....................................................... 12
2.2 Work safety and accident prevention.................................................................................. 13
2.3 Electrostatic discharge (ESD) ............................................................................................. 15
3 Getting started with the diagnosis module (Trainer) ................................................ 17

Instruction..................................................................................................................................... 17
3.1 Main tasks of a System Technician ..................................................................................... 19
3.2 Diagnostic process/Levels model ...................................................................................... 20
4 Procedure for practical work (Trainer) ..................................................................... 24

Instruction..................................................................................................................................... 24
4.1 Procedure for practical work .............................................................................................. 25
5 Practical block 1 measurement technology HMS 990 (Trainer) .................................. 28

Instruction..................................................................................................................................... 28
5.1 Information about practical block 1 measurement technology HMS 990 ............................... 33
5.2 Station 1 / practical block 1 measurement technology HMS 990...................................... 35
5.3 Station 2 / practical block 1 measurement technology HMS 990...................................... 40
5.4 Comparison of practical block 1 measurement technology HMS 990 ................................ 46
6 Practical block 2: Diagnosis (Trainer)....................................................................... 47

Instruction..................................................................................................................................... 47
6.1 Information about practical block 2 diagnosis .................................................................... 63
6.2 Station 1 / practical block 2 diagnosis ............................................................................... 64
6.3 Station 2 / practical block 2 diagnosis ............................................................................... 67
6.4 Discussion of results / practical block 2 diagnosis ............................................................ 70
7 Question catalog on the gasoline engine (Trainer) ................................................... 71

Instruction..................................................................................................................................... 71
7.1 Question catalog on engines M270/M274 ......................................................................... 72
7.2 Questionnaire for engine M276 DEH LA ............................................................................. 74
T1003F <> Trainer Document I

Table of contents
Day-end closing (Trainer) ......................................................................................... 76

Oral feedback on training day ............................................................................................ 76
8 Introduction to the day (Trainer) .............................................................................. 77

Instruction .................................................................................................................................... 77
8.1 Schedule for day 2 ............................................................................................................. 78
Current situation regarding complaints on gasoline engines (Trainer) ..................... 79

Current situation regarding complaints on gasoline engines.............................................. 79
9 Practical block 3: Diagnosis (Trainer)....................................................................... 80

Instruction .................................................................................................................................... 80
9.1 Information about practical block 2.................................................................................... 92
9.2 Station 1 / practical block 3 diagnosis .............................................................................. 93
9.3 Station 2 / practical block 3 diagnosis .............................................................................. 96
9.4 Discussion of results of practical block 3 diagnosis ........................................................... 99
10 Gasoline engines (Wiki) (Trainer)............................................................................100

Instruction .................................................................................................................................. 100
10.1 Crankcase ventilation system, engine M270 .................................................................... 104
10.2 Crankcase ventilation system, M274 ............................................................................... 107
10.3 Crankcase ventilation system, engine M276 DEH/DEH LA .............................................. 109
10.4 Crankcase ventilation system, engine M278 DEH ............................................................ 112
10.5 General purging ................................................................................................................ 113
10.6 Function sequence for purging ......................................................................................... 116
10.7 Synchronization of fuel injection and firing order, general ............................................... 118
10.8 Camshaft adjustment, general ......................................................................................... 122
10.9 CAMTRONIC M270/M274 ............................................................................................... 127
10.10 Ignition system, general information ................................................................................ 129
10.11 Ignition coil, general ......................................................................................................... 132
10.12 Low-pressure fuel system, general ................................................................................... 135
10.13 High-pressure fuel system, general .................................................................................. 138
10.14 Fuel injector, general ........................................................................................................ 145
10.15 Mixture control, general ................................................................................................... 147
10.16 Mixture control, operating modes .................................................................................... 149
10.17 Exhaust gas recirculation (stratified charger) ................................................................... 152
10.18 Exhaust system (stratified charger) .................................................................................. 155
10.19 Air ducting of engines....................................................................................................... 158
10.20 Exhaust gas turbocharger ................................................................................................. 163
10.21 Boost pressure control ..................................................................................................... 165
10.22 Bypass air regulation ........................................................................................................ 168
10.23 Design and function of charge air cooling ........................................................................ 169
II T1003F <> Trainer Document

Table of contents
10.24 Engine cooling system for current gasoline engines ......................................................... 173
Final test, training feedback and goodbye (Trainer) ...............................................179

Final tests ......................................................................................................................... 179
Feedback and closing words ............................................................................................ 180
11 Modules of the Drivetrain System Technician qualification (Trainer) .....................181

Instruction................................................................................................................................... 181
11.1 Modules of the Drivetrain System Technician qualification............................................... 182
Diagnostic exercise 5 (optional) (Trainer) ..............................................................184

Diagnostic exercise 5, optional ........................................................................................ 184
Sources........................................................................................................................193
T1003F Trainer preparation .........................................................................................194

Overview of the day .................................................................................................................... 194
Preparation table ........................................................................................................................ 206
T1003F <> Trainer Document III

Orientation (Trainer) 1
Instruction 0
1 Orientation (Trainer)
Instruction
Total time ..........................................................................................................................75 min.
1.1 Welcome
Getting to know each other, checking attendees, ensuring initial requirements
Discussion in the whole class Prepared “Welcome” flip 20 min.

chart
1.2 Round of introductions

Participant and trainer introductions
The trainer and participants get to know one another and compare their expectations for
the course.
Discussion in the whole class “Introduction” of the trainer, “intro- 35 min.
duction” of participants
Objectives of the round of introductions

The objective of the introduction round is to obtain and document detailed information about
each individual participant. The nature of the introduction round is also intended to create an
open, pleasant basis for the training. A further objective is to document the participants' expec-
tations and compare them with the course content and learning objectives.
Preparations for round of introductions

The trainer prepares pinboards with the corresponding pinboard cards as headings. The trainer
provides the participants with cards and pens.
1.3 Training course learning objectives

The trainer presents to the participants an outline of the learning objectives to be
achieved.
Interactive lecture with the whole “Learning objectives” flip 5 min.
class chart
Video projector
1.4 Course agreements

Game rules and rules of conduct are discussed
The participants and trainer agree on ground rules to be able to ensure a trouble-free
training agenda.
Discussion in the whole class 5 min.
T1003F <> Trainer Document 1

0 Instruction
1.5 Agenda
The trainer presents the schedule and content of the course
Interactive lecture with the whole 10 min.

class
Digital projector, flip chart
with schedule (break times,
start, end)
2 T1003F <> Trainer Document

Instruction 0
1 Orientation (Participant)
1.1 Welcome
Welcome to the drivetrain technical module of the Car System Technician qualification
for gasoline engines!
Firstly, we would like to give you a brief overview of the overall concept and skills of the System
Technician job profile.
TT_00.00-034960-FA
General description of System Technician

• As a System Technician, you are the expert for system diagnosis and remedying malfunc-
tions in one of the defined specialist areas: drive and traction systems, driving stability and
driving safety systems, comfort and safety systems and telecommunication systems.
• You deal with all of the current overall vehicle systems in the Mercedes-Benz product range.
• Because of your comprehensive knowledge of the systems and your high technical skill
level, you can independently deal with comprehensive repair jobs in your specialist area
and therefore efficiently restore the usage capability of the customer vehicle.
• You promote the image of the product and the service organization and therefore contri-
bute to the satisfaction of the customer through your careful handling of customer proper-
ty, your expertise and your positive attitude towards the brand and the product.

0 Instruction
Skills of the System Technician

• Social and personal skills
• Methodological and process skills
• Automotive and product technology
• Diagnostic skills
• IT skills
(Source: Jobprofil Systemtechniker, Daimler AG, Stuttgart, GSP/SOP · 01/11))
You can actively help us to develop the training as our “customer”. Good training consists of in-
terplay between the trainer and the participants. Challenge your trainer and be actively involved
in the training. Use these two days for you and your development, in order to serve our com-
mon customers well at home.
Suggestions
We too here at Global Training want to improve.
We rely on your support to introduce any future changes or wishes you may have for the
System Technician qualification. We would be extremely grateful for your feedback, even
after the training has been completed.
We welcome any suggestions you may have.
We look forward to training together. Your Training Team

Instruction 0
1.2 Round of introductions

Key questions for the introduction round
• Personal information
− Name and first name, hobbies and personal interests
• Details of occupation
− In which dealership do you work, what is your main area of work, which specializa-
tions and qualifications do you possess?
• What expectations do you have of this training?
− What are your personal expectations of this course with respect to the System
Technician qualification?
• What expectations do you have of your trainer or learning guide?
− What are your expectations of the trainer/training supervisor with respect to the
System Technician qualification?
• What contribution do you make to the training?
− How will you support your colleagues, how will you help to achieve the training goals?
• Which modules of the System Technician qualification have you already completed?
− Which training courses have you already done, and which ones can you still do?
All your personal details and statements in the introduction round are naturally voluntary!
We would however prefer openness, honesty and your active involvement and at this point we
thank you again!
1.3 Training course learning objectives

• Use the 12-lead oscilloscope to record the intake and exhaust camshaft sensors in con-
junction with the crankshaft position sensor.
• Use the ignition oscilloscope to record the secondary voltage.
• Use the universal oscilloscope to record the purge valve electrical signal. Interpret a pulse
width modulated signal (pulse width modulated signal).
• Derive a clear structure for diagnosis from the information about the customer complaint.
• Develop a logical and understandable diagnostic path by compiling a complaint analysis.
• Efficiently develop the work procedure and the diagnostic path by means of targeted use of
information sources (customer, XENTRY Diagnosis, DAS, colleagues, WIS, TIPS, SD media).
• Perform testing and diagnostic work at the various engine subsystems, locate faults and
identify the cause.
• Initiate the correct repair work and ensure that the repair is successful.

0 Instruction
1.4 Course agreements

To ensure that the event runs smoothly, we should adhere to a few rules:
• Keep to agreed times
• Let each other finish speaking
• Introduce experiences on the topic
• Everyone helps to tidy up
• Handle vehicles and tools with care
• Switch off or mute mobile phone
• Criticism by all means, but constructive
1.5 Agenda
Day Topic
Day 1 • Orientation
− Welcome
− Round of introductions
− Training course learning objectives
− Training agreement
− Training procedure for day one
• Laws and Regulations
• Diagnosis informational unit
• Procedure for practical work
• Practical block 1 measurement technology HMS 990
• Discussion of results of practical block 1 measurement technology HMS 990
• Practical block 2: Diagnosis
• Discussion of results of practical block 2 diagnosis
• Self-study on gasoline engines (Wiki)
• Question catalog on the gasoline engine
• Feedback for day 1 of training
Day 2 • Welcome to second day
• Schedule for second day
• Current situation regarding complaints on gasoline engines
• Practical block 3: Diagnosis
• Discussion of results of practical block 3 diagnosis
• Discussion of results for question catalog on gasoline engine
• Final test
• Feedback and farewell

Laws and Regulations (Trainer) 2
Instruction 0
2 Laws and Regulations (Trainer)

Instruction
Total time ..........................................................................................................................15 min.
2.1 Product liability and product safety

The participant is informed about the content of the product liability and product safety
chapter.
The participant can adapt his actions according to the topics of product liability and prod-
uct safety.
Information and explanations on the topic of product liability and product safety
Introduction of product liability and 5 min.

product safety chapters
The aim of this chapter is to improve participants' awareness of the aforementioned topics.
The participants should reflect on their behavior during their day-to-day work and compare it to
the topics of this chapter.
2.2 Work safety and accident prevention

The participant is informed about the content of the work safety and accident prevention
chapter.
The participant can adapt his actions according to the topics of work safety and accident
prevention.
Information and explanations on the topic of work safety and accident prevention
Introduction of work safety and acci- 5 min.

dent prevention chapters
The aim of this chapter is to improve participants' awareness of the aforementioned topics.
The participants should reflect on their behavior during their day-to-day work and compare it to
the topics of this chapter.
Instructions on work safety according to BGV_D29 (trade association regulation)

As the person responsible for the training, provide the training participants with in-
structions on work safety based on the master.
(Source: BGV_D29 bezieht sich auf die berufsgenossenschaftliche Vorschrift für Sicherheit und Gesundheit
“Stand 2010”))
Depending on the specification of the country or due to the training courses at the different lo-
cations, there can be discrepancies. This only applies to escape routes, fire-fighting measures
and first aiders, but not to the obligation to act in accordance with the accident prevention and
manufacturer's guidelines.

0 Instruction
Important!
Familiarize yourself with the local conditions and the legal requirements at the re-
spective training location. Accordingly, the instructions on work safety must be
adapted to the local conditions. Always act responsibly and in line with the obliga-
tion to ensure your safety and that of the participants.
Instructions on work safety

These safety instructions serve your safety and the safety of your colleagues in your immediate work environment. This
is a legal requirement for preventing accidents at the workplace. In your letter of invitation, you were instructed that
work clothes (workshop) are to be brought along.
This also includes safety shoes, which must always be worn when working on lift systems.
Trainer and participants must wear personal protective equipment (PPE) according to the hazard classification and exer-
cise to be performed.
Examples:
Working with fuels and oils • Safety shoes
• Safety glasses
• Apron
• Eye flushing station
• Receptacle for combustible fluids
• Adequate room ventilation
• Fire protection precautions
Working with acids/alkalis • Acid-proof safety glasses
• Acid-proof gloves
• Acid-proof apron
• Eye flushing station
• Adequate room ventilation
Working on lift systems • Portal cranes
• Block and tackle
• Vehicle lifts
• Axle and wheels-free jacks
Instructions on work safety

The instructions must be printed out, completed and signed by the trainer.
The participants also complete this template and confirm that they have received work safety
instructions with their signature.
Work safety instructions master

The following page can be printed out as a template. Alternatively, a safety instructions
template is also available in various languages on the trainer CD.

Instruction 0
Instructions concerning work safety as per BGR 157

Instructions at the workplace are provided by your training guide. In line with your due diligence, report any damage to
the workshop equipment that you notice during the training course.
Your signature confirms that you have received and understood comprehensive instructions on work safety and acci-
dent prevention. These instructions cover the applicable accident prevention regulations of BGR 157 (Accident Preven-
tion & Insurance Association occupational health and safety regulation).
On (date):________________
.
At (time):________________
. .
City:_______________________ Workshop:________________ Training code:________________
.
Instructions provided by (name in block capitals, signature):__________________________ __________
Participant/first name, last name, dealership in block capitals and signature
Serial no. First name Last name Dealership Signature
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.

0 Instruction
Work equipment
The trainer must inform the participants that they must report all defective work equipment
(tools) immediately. The trainer also bears the responsibility for ensuring that the work equip-
ment is complete and in proper condition. Defective work equipment should be repaired or re-
placed immediately. In order to avoid damage to work equipment, the trainer must ensure that
it is handled properly.
For example, when handling the multiplexer and laying the corresponding cables.
Multiplexer with WLAN connection Multiplexer with cable connection

TT_00.00-032753-FA TT_00.00-032754-FA
Customer property
The trainer must monitor the participants to ensure that customer property is handled carefully
(in this case the customer/training vehicle). Removed vehicle parts must be stored properly.
Example:
Removed interior trim pieces must be placed down on a clean workbench (possibly covered in
paper) and not on the workshop floor.
If work is carried out on the passenger side, a seat cover and footwell protector must also be
used here.

Instruction 0
2.3 Electrostatic discharge (ESD)

The participant familiarizes themselves with the effects and consequences of ESD.
The participant is familiar with the rules of conduct and safety precautions regarding ESD.
Information on the effects, consequences, rules of conduct, and protective measures re-
garding ESD
Introduction of electrostatic discharge 5 min.
chapter
The participants should be made aware of the effects and consequences of ESD, be familiar with
rules of conduct and safety precautions and apply them to their day-to-day work. The participants
should also be aware of their role as multipliers regarding this topic.
By way of example for ESD safety precautions, ESD-compatible seat covers and steering wheel pro-
tectors will be used in the practical sequences. These are colored yellow.
Item/order numbers are available in the fault installation descriptions for the diagnostic exercises.
ESD steering wheel protector, yellow ESD seat protector, yellow

TT_00.00-032769-FA TT_00.00-032771-FA

2.1 Information about product liability and product safety
2 Laws and Regulations (Participant)

2.1 Information about product liability and product safety
Product liability
Product liability is the liability of the manufacturer for injury to persons or damage to objects
that is caused by faults in its product. Product liability is always about the safety of our vehi-
cles. It has nothing to do with quality defects which affect non-safety-relevant functions of the
vehicle such as paint defects or a radio which does not work. These are not relevant to product
liability and are instead rectified according to the regulations governing liability for material de-
fects.
Similar legal foundations and requirements apply to product liability worldwide. The generally
positive regulations on stronger consumer protection, in particular, are having the effect of in-
creasing the number of legal disputes due to unjustified claims worldwide, but especially in the
USA. As a result, the company sees its task in the area of product liability as defending itself
against legal disputes based on unjustifiably claimed product defects and against misuse. In
particular, it is about protecting our brands, markets, managers and finances.
(Source: Daimler AG, Global Ligitation (L/GL) 2005/2009)
Product safety
As a multinational manufacturer of premium products, Daimler AG is subject to stringent re-
quirements with respect to quality and product safety. In recent years, the regulations and re-
quirements relating to consumer protection, product safety and product liability have increased
significantly in all of our markets.
For example, the Product Safety Act (ProdSG) requires only safe consumer goods be sold in the EU.
Section 4 para. 2 of the German Equipment and Product Safety Act (GPSG)
“A product may (...) only be put into circulation if it is designed in such a way that the safety
and health of users or third parties are not endangered when it is used properly or used incor-
rectly in a manner which can be foreseen.”
In addition to the large number of legal requirements, the variety of innovations, particularly in
the area of vehicle safety and electronics, is resulting in increasingly complex products. These
provide a significantly larger target for product defect claims because customers are more fre-
quently blaming supposed malfunctions in these products for their accidents. The result is that
the number of product liability claims, the compensation amounts demanded and the number
of recalls and rework campaigns in the automotive industry have increased significantly, as has
the potential for additional image-related damage due to worldwide reporting in the media.
(Source: Daimler AG, Rechtsabteilung Produkt (RP) 2005)

Work safety and accident prevention 2.2
Work safety
Work safety is an important part of our overall responsibility as a company. It is an integral
component of our corporate strategy, which is based on increasing value in the long-term. Our
aim is to design work operations so that employees are fully empowered and can perform their
work safely.
We expect all of our employees to demonstrate readiness and proactivity towards ensuring safe
and health-conscious behavior both at work and outside of work.
Initial workplace-specific instructions
Workplace-specific instruction must be provided when a new employee starts work, when
changes to his function are introduced and when new work equipment or new technology is
introduced. This must take place before the employee starts the specific activity. This makes
workplace-specific induction essential on an employee's first day of work.
Accident prevention
Prevention pursues the objective of avoiding accidents at work, occupational illnesses, and
work-related health risks.
Without the success of preventive measures, accident rates would still be at the level of 1960
and companies would have to pay an additional €4 billion per year in contributions.
(Source: Trade association)
Prevention also means sharpening knowledge and awareness. Work accidents and occupational
illnesses not only cause physical and mental suffering to those affected, they also cause high
costs to businesses. Every single work accident costs the company approx. €1,200 on average.
Everyone is responsible for their own health and safety and for that of their colleagues too:
• Compliance with maximum working hours (Working Hours Act)
• Notification of accidents and damage caused to one's health to supervisors
• Notification and (if possible) rectification of any adverse conditions for health and safety
• Proper and intended use of devices and workshop equipment (e.g. a chair is not to be
used as a ladder)
• Observance of instructions issued by supervisor with regard to accident prevention.

Instructions concerning work safety as per BGR 157

(Source: BGR 157 bezieht sich auf die berufsgenossenschaftliche Vorschrift für Sicherheit und Gesundheit,
Stand 2010)
These safety instructions serve your safety and the safety of your colleagues in your immediate
work environment. This is a legal requirement for preventing accidents at the workplace. In your let-
ter of invitation, you were instructed that work clothes (workshop) are to be brought along.
This also includes safety shoes, which must always be worn when working at the vehicle lifts.
Participants must wear personal protective equipment (PPE) according to the hazard classifica-
tion and exercises to be performed.
Your trainer will inform you about the further procedure for this instruction.
Work equipment
Careful handling of work equipment (tools) is a prerequisite for successful diagnosis. This in-
cludes the proper use of the different tools as well as cleanliness and tidiness at the workplace.
If work equipment is defective, the defects must be rectified. Defective tools should be repaired
or replaced. Work equipment in proper condition contributes to work safety and reduces the
potential for accidents.
Customer property
You should handle customer property as you would your own personal property. In particular,
it should go without saying that customer vehicles must be handled with respect. This includes
proper storage of removed vehicle parts as well as the use of seat covers and steering wheel/
footwell protectors.

Electrostatic discharge (ESD) 2.3

Electrostatic charging results from the separation of and friction between two non-conducting
materials. Plastics generally produce the highest electrostatic charge.
We come across electrostatic charge and discharge in lots of everyday situations, e.g.:
• Combing hair
• Walking on carpets or plastic floors
• Putting on and taking off textiles
• Disembarking from the vehicle
• Contact of various packing materials (e.g. Styrofoam, vinyl) on the shelf or in the transport
container
The subsequent electrostatic discharge (ESD) can be so strong that a small electric shock is
felt. But even small discharges which people do not feel can cause lasting damage to electronic
component parts and control units.
The following electronic component parts listed as an example can be damaged by ESD:
• SRS component parts
• Control units, in particular their bus connections (CAN bus, LIN, etc.)
• Sensors
• Mechatronic component parts (actuators, etc.)
• Antenna amplifier
• Receivers (radio, TV, GPS, telephone, etc.)
• Displays
P_82.00-002331-FA
Effects and consequences of ESD

Electronic component parts and control units are very sensitive to ESD. The damage is often
not immediately obvious, but becomes apparent some time later. In order to prevent failure and
damage to on-board electronics due to ESD, various procedures and safety precautions must
be taken into account. Risk of damage is possible during transport, handling, testing, and instal-
lation of parts during production as well as during repair work.

Rules of conduct and safety precautions

• Electrostatic discharge from the mechanic (e.g. due to brief contact with the body)
• Wear suitable cotton clothing and footwear with conductive soles
• The workplace must correspond to the ESD guidelines
• Leave replacement parts in the original packing for as long as possible, do not tear open
sealers but cut them open
• Before unpacking, discharge ESD protective packaging at the ESD workplace
• Avoid contact with materials which can be charged up electrostatically such as PE, PVC,
polystyrene, etc.
• Use only original packaging or specially labeled and defined packaging and transport materials
• Electronic component parts which have been removed must be put down on an ESD
workplace
• Only take hold of electronic component parts by the housing, not by the pins or contacts
• Before contacting an electronic component part, this must be installed first so that poten-
tial equalization can take place via the body
• Shelves must stand directly on the floor, there must not be any insulating materials between
the base of the shelves/feet and the floor. The same applies to worktables. If the above-men-
tioned insulators cannot be removed, the shelves must be grounded (e.g. low-impedance elec-
trical connection and/or line from metal shelf to a heater pipe or similar)
• Never put down a conductive transport container or box so that it is insulated
(e.g. wooden pallet), otherwise no potential equalization can take place
• Never place removed control units or electrical component parts onto the protective seat
film since the electrostatic charge produced will transfer to the control unit or electrical
component part. The protective films used today for the vehicle seat, steering wheel and
footwell are liable to produce high electrostatic charges. Therefore, for example, an ESD
service kit or a complete connected ESD table mat must be used.
For information on safety regulations and safety precautions refer to the brochure: “ESD risk
factor, understand and avoid electrostatic discharges”. Outside Germany, please consult the
contact person responsible for your market. ESD protection is only effective when the safety
regulations/safety precautions are followed.
Return of electronic component parts in warranty and goodwill cases

When returning electronic component parts, it is absolutely essential to follow the correct pro-
cedures and take the necessary safety precautions. Otherwise, the original fault may get dis-
torted or additional damage may become superimposed. This can lead to a distorted fault pro-
file in the case of the fault analysis of the component part concerned.
WIS document AH54.00-P-0001-01A

Getting started with the diagnosis module (Trainer) 3
Instruction 0
3 Getting started with the diagnosis module (Trainer)

Instruction
Total time ..........................................................................................................................30 min.
3.1 Main tasks of a System Technician

The participant knows the 5 main areas of responsibility of a System Technician
The trainer explains the task fields of a system technician in the interactive lecture
Interactive lecture 5 min.
In the trainer's explanations of the main tasks of the system technician, he should briefly
explain the difference to a diagnostic technician as well as a maintenance technician.
Following technical training as a mechatronics engineer and attending training as a

maintenance technician, you are considered a maintenance engineer in the
Mercedes-Benz's qualification series. By attending additional special training sessions,
such as engine training, transmission training, etc., you can then qualify further as a sys-
tem technician for drivetrain and suspension. However, if you would like to qualify further
as a diagnostic technician, you will need another training series and you will need to com-
plete a test as a diagnostics technician.
Certification as Mercedes-Benz Diagnostic Technician
Qualification as Drivetrain and Suspension Qualification as Comfort and Telematics
System Technician System Technician
Qualification as Maintenance Technician
Automotive mechatronic engineer or comparable training/skills
3.2 Diagnostic process/Levels model

The participant is informed about the content and objectives of the individual levels of the
levels model.
The participant can apply the levels model during the practical work that follows and assign
the individual modules to the various levels.
The participant is familiar with the procedure in the diagnostic process.
Information and explanations concerning the contents and objectives of the levels model/
diagnostic process
class
Moderation for the indi-
vidual levels

0 Instruction
To ensure that the levels model is always present in the minds of the participants, a copy
of the Diagnosis Guidelines should be handed to each participant before starting this train-
ing sequence.
Diagnosis Guidelines
TT_00.00-030112-FA
The Diagnosis Guidelines, which contain a description of the levels model, can be ordered
via POD.

Main tasks of a System Technician 3.1
3 Getting started with the diagnosis module (Participant)

3.1 Main tasks of a System Technician
(Source: Jobprofil Systemtechniker, Daimler AG, Stuttgart, GSP/SOP · 01/11)
• Service reception
− Performance of visual inspection and/or on-board diagnosis.
• Work preparation
− Takeover, hand over and explain the workshop order and verify its contents.
− Registration of the processing time and checking of the vehicle history.
− Locate the vehicle, drive to workplace and protect vehicle from soiling.
− During prediagnosis, use checklists to check and document that the individual opera-
tion steps have been dealt with properly.
• Diagnosis
− Performance of a visual inspection.
− Performance of difficult and complex diagnosis in the respective specialist area,
using the latest diagnostic methods, procedures and processes.
− Checking that the equipment and data are up to date and of the right quality, and prepar-
ing the vehicle and the diagnostic tools that are needed. Systematic and structured per-
formance of diagnoses (as per the diagnosis strategy) using information from customer
complaints, actual values and specifications from the Diagnosis Assistance System.
• Repair/maintenance
− Research of workshop information and checking that it is up to date and of the right
quality.
− Independent performance of complex removal/installation work, including adjust-
ment work with independent quality control (e.g. repair of automatic transmissions or
remedying of complaints about engine running characteristics).
− Installation of comprehensive and complex components and systems in the vehicle,
networking thereof with the vehicle systems and technically correct commissioning
(e.g. telematics, stationary heaters, trailer towing equipment etc., depending on spe-
cialist area).
− Independent planning and performance of all of the complex repair work that is
needed to restore system functions, using all of the workshop information systems
that are available.
− Checking of disassembled and removed parts. Renewal or replacement thereof,
depending on findings.
− Independent performance of final inspections and function tests for all complex
repair work.
− Return of parts (remanufactured parts/unused parts) and documentation of work
that has been carried out.
− Tidying up and cleaning the workplace.
− Registration of working hours and return of workshop order to scheduling

• Other special duties

− Parametrization using XENTRY Diagnosis and other systems and updating of software
(“flashing”).
− Technically correct redocumentation, e.g. for software updates, warranty processing
and statutory work that requires documentation (e.g. exhaust emissions inspection,
tachograph checks, in accordance with country-specific regulations).
The diagnostic and repair work is carried out for defined and qualified specialist areas
Diagnostic process
The diagnosis process incorporates all diagnostic levels. It describes the variable approach to
diagnosis within the levels.
Diagnostic process
TT_00.00-030789-FA

Diagnostic process/Levels model 3.2
Here are a few examples of the diagnosis process in practice.

• At the test level, you obtain a measurement or test result. After evaluating this result, you will
find that additional information is required before you can continue the diagnosis. When you
are determining the required information, you are back in the complaint analysis level.
• After evaluating a measurement or test result, you find that further players are missing
from the list of players or even that the game has changed. You thus continue procuring
information and determining the new game with the associated players at the complaint
analysis level.
• During the function check after a repair, you find a consequential fault. Diagnosis thus
continues at the complaint analysis level.
• During the function check, you find another malfunction. All of the system information is
available, so the diagnosis is continued with measurements or tests at the test level.
In order perform diagnosis in an orderly and traceable way, we recommend proceeding according to
a strategy or set plan. In order to assist you in implementing this type of approach, we have further
developed the levels model which has been used successfully for many years. The aim of the further
development was to make the diagnosis procedure even more structured and clear for you. The fo-
cus was on a simpler application and implementation in your everyday operational work as well as
greater transparency.
In this chapter, we will lay the foundation for a structured approach during the practical work.
After the discussion of the levels model, reference will be made repeatedly to the content of the
individual levels and their importance in the practical sequences. Below you will find more in-
formation about the respective levels and the levels model.
Complaint analysis
The complaint analysis level can be further subdivided into different areas to make the level
even more transparent.
• Information from customer
− The best way to acquire information on a complaint is to engage in direct contact
with the customer. Questioning techniques are an important “tool” here.
• Information from the vehicle
− During the function check, it is important not only to trace the specific complaint, but
also to check the systems or subsystems which could be related to the customer
complaint.
• Information from the systems
− Using all available sources of knowledge is also important to ensure targeted diagno-
sis. This includes not only the diagnostic system with a printout of the initial test log
but also information from the Workshop Information System (WIS), from SD media,
from the operator's manual and from technical and workshop literature.
• Game and players
− A further component is the analysis of the information and the determination of the
“game” and players”.

Next, the processing of the individual “players” is determined with the associated test methods.
Here it makes sense either to start with simple tests or to perform a test which, depending on
the result, can be used to rule out several players.
Test level
In the test level, the measuring points for the following testing work are defined first. The cor-
rect testing equipment is determined for the testing work which is to be carried out. Depending
on the test result, the order in which the players are processed can vary.
The test results are noted down and evaluated. Test should be performed only once, but this
should be done carefully.
Cause level
At the cause level, the participants should think about the cause which has led to the customer
complaint. It may also be possible to draw conclusions about the faults determined and the
customer's statements.
Fault repair and inspection level

• In the fault rectification and control level, the vehicle must be repaired in accordance with
the manufacturer's specifications.
• Another function check must be carried out, and a subsequent test drive may be needed.
• The documentation must be completed (final quick test), and all of the necessary steps for
handover to the customer must be carried out.
We have listed the symbols and explanations of the levels for you. The subsequent practical se-
quences will give you the necessary experience in applying the concept. During the applications
in practice you'll find it increasingly easier to plan and practically implement your procedure
according to this structure.

Diagnostic process/Levels model 3.2
Levels model
Level Level Why? Goal?
designation
Complaint • Information from customer • Differentiate between incor-
analysis (customer discussion) rect operation (customer)
• Information from vehicle and malfunction (system)
(trace complaint, perform vis- • Definition of game
ual inspection and function (what does the problem con-
check) cern?)
• Information from systems (as- • Definition of players
sess initial quick test log, use (whom does the problem
knowledge sources) concern?)
TT_00.00-017500-SW
• Determine game and players • Use of knowledge sources
(determine subarea and func- (WIS, TIPS, colleagues)
tion levels)
Test level • Define sequence of the test The goal is to determine the re-
steps sults that can be obtained with
• Select test equipment and the least amount of effort in ac-
measuring instruments cordance with a structured
• Specify test and measuring schedule. These may include
points reading out actual values, actu-
ating component parts or per-
• Determine measurement
results forming measurements on com-
ponent parts and lines.
TT_00.00-017501-SW • Evaluate measurement results
Cause level • Determine cause of the prob- The aim is to prevent recurrence
lem of the fault by eliminating the
• Discern the function chain of cause of the fault.
the cause
• Eliminate the cause of the
problem
TT_00.00-017502-SW
Fault repair • Perform professional repair The aim is to put the vehicle into
and inspection as per manufacturer's specifi- a condition which is suitable for
level cations use by customers and avoid fol-
• Check rectification of the low-up repairs.
problem and its cause
• Assess and evaluate current
quick test log
• If necessary: Conduct a test
TT_00.00-017503-SW
drive followed by vehicle
handover

4 Procedure for practical work (Trainer)
0 Instruction

Instruction
Total time ............................................................................................................................ 5 min.
4.1 Procedure for practical work

The participants know the requirements of the practical work with regard to:
1. Procedure
2. Preparation (documentation)
3. Discussion of results or comparison
The trainer explains the procedures of 5 min.
the practical work as a whole class.

Procedure for practical work (Trainer) 4
Procedure for practical work 4.1
4 Procedure for practical work (Participant)

Through the practical blocks, we would like to refresh or deepen your knowledge of various sys-
tems of gasoline engines as well as the measurement technology HMS 990.
The systems with which you are already familiar from your everyday work are available for car-
rying out your everyday work
• XENTRY Kit 2 or 3 MT
• WIS/EPC
• TIPS
• Standard and special tools
In the chapter entitled “Gasoline engine Wiki” you will find further information about the system
connections and functions of the subsystems.
While you are working, the following procedure will apply.

Practical block 1 measurement technology HMS 990
• Follow the tasks in the document at both stations. Answer the questions or make a note of
their results. If you have any questions or need help, ask your trainer or write down your
questions in chapter 5.4 “Comparison of the practical block measurement technology
HMS 990”
• If both groups have completed both stations, a comparison of their noted results will be
made in chapter 5.4. They can thus compare their results with the solutions of the trainer
and correct them if necessary.
Practical block 2 and 3 troubleshooting
• Your trainer will tell you about the customer's complaint in the course of a brief talk and
you will have the opportunity to ask further questions after discussion with your col-
leagues.
− Please record this information in a suitable form.
• Describe the procedure for a complaint-based function check and carry it out (if possible).
− If a test drive is necessary, the trainer will tell you the impressions you would experi-
ence here.
− Carry out a quick test with XENTRY Diagnosis.
− Note down the result.
• Now develop a diagnosis strategy on one of the pin boards taking into account all the in-
formation gathered so far.
− For this, use moderation cards and define your next steps in the group.
− Present your strategy to the trainer and then start diagnosis on the vehicle.

• Perform the diagnosis using suitable special tools. Note and observe the valid specifica-
tions regarding accident prevention regulations and work safety, and carry out all neces-
sary work in strict accordance with the valid work instructions.
− Document all test results, information and work instructions on the pin board in
chronological order.
− Perform the repair in accordance with the manufacturer's specifications.
• Draw up a technical summary for the complaint
− Explain and document the cause of the complaint on a pin board for the customer or
the CSA (Certified Service Advisor).
Use the following overview of the levels model for assistance!
Complaint analysis
• Information gathered from the customer interview or handover discussion by the CSA (cer-
tified service advisor)
− Message in display or instrument cluster
− When and under what circumstances or conditions what occurred
− Recent repairs
− Other functional impairments
− Other remarks
• Information gathered from the complaint-based function check on the vehicle
− Reproduce the customer complaint in detail
− Check other associated subsystems
− Other remarks
• Customer order
− Customer and vehicle-related header data on the order are complete
− Customer's statement in quotes (soundbites)
− Your own determinations
− Findings
− Remedy
• Information collection from the diagnostic tools (XENTRY Diagnosis)
− Initial quick test
− Function description of subsystems or overall systems
− Circuit diagrams of subsystems or overall systems
− Signal paths of subsystems or overall systems
− CAN network overview of subsystems or overall systems
− Other remarks
• Definition of the game (what is it about?)
• Definition of the players (whom is it about?)
• Definition of further diagnosis steps

Procedure for practical work (Trainer) 4
Procedure for practical work 4.1
Test level
• Diagnosis steps in detail
• What do I expect from the diagnosis step (why)?
• Target result of diagnosis step
• Actual result of diagnosis step
• Assessment of target/actual comparison
Cause level
• What or who is responsible for the defect?
• What circumstances led to the defect (background, recent repairs)?
Fault repair and inspection level

• Rectification of the fault and its cause
• Professional repair as per manufacturer's specifications
• Function check of all subsystems involved
• Final quick test
• Vehicle handover to customer or the CSA (Certified Service Advisor)

5 Practical block 1 measurement technology HMS 990 (Trainer)
0 Instruction

Instruction
Total time ........................................................................................................................100 min.
5.1 Information about practical block 1

The participant is familiar with the procedure and learning objectives of practical block 1.
The trainer explains to the whole class 0 min.
the procedure of practical block 1.
5.2 Station 1/practical block 1

The participant can use the 12-lead oscilloscope to record the intake and exhaust cam-
shaft sensors in conjunction with the crankshaft position sensor.
The participant can professionally connect the break-out box to the control unit.
The participant can determine the plug and pin assignment of sensors and actuators in the
wiring diagram.
The stations are changed after 45 45 min.
minutes.
The trainer is available to the participants during the two practice stations for practical
block 1 should there be any questions.
For task 1:
The connection assignment from the wiring diagram to the socket box can be determined
either via the book symbol in XENTRY Diagnosis (top right) or according to the general
coding of plug M and plug F. That means, for example, in the electrical wiring diagram,
plug M pin 1 = socket 1 on the socket box. Since the M 96 plug can have possible pin
assignments, the encryption is identical to pin 96. The socket 97 is then in the electrical
wiring diagram of the plug F pin 1, etc.
Example:
Plug M pin 35 is on the socket box socket 35.
Plug F pin 30 is on the socket box socket 126
Plug F pin 32 is on the socket box socket 2

Important!
The trainer should mention that in the newer templates to the adapter cables for the new-
er engines, such as OM 654 or M256, the templates are color-coded and the numbers on
the templates are 3-digit. In other words, the first position of the 3-digit number is the
number of the control unit plug. The two following numbers represent the pin assignment:
e.g.
134 = plug 1, pin 34
305 = plug 3, pin 5

Practical block 1 measurement technology HMS 990 (Trainer) 5
Instruction 0
For exercise 3:
Connection of brakeout box 4 x camshaft and crankshaft

GTT_004242
Crankshafts_camshafts at increased speed

GTT_004243

0 Instruction
5.3 Station 2 / Practical block 1

The participant can use the ignition oscilloscope.
The participant can name the two operating modes of the ignition coils.
The participant can explain the function of the two operating modes of the ignition coils.
The participant can use the universal oscilloscope.
The participant can record the electrical signal of the purge valve with the oscilloscope.
The participant can explain the task and function and the line routing of the purging.
The participant can interpret a pulse width modulated signal (PWM signal).
The stations are changed after 45 45 min.
minutes.
For exercise 12c:
The ignition coil is originally charged up to a desired target primary current. At the firing point
the charging current is switched off, producing the ignition spark. The ignition coil is not fully
discharged in the multi-spark mode, but intermediately recharged in order to provide enough
energy for the sparks again. Also see document number GF07.10-P-1005MRD in WIS.
For exercise 14/15:
This information serves as preparation for the trainer or when questions arise from the partici-
pants about the settings of the universal oscilloscope. Likewise, this information can also be
accessed (after opening the universal oscilloscope) by using the F2 button in the HMS 990.
GTT_000158_en

Instruction 0
GTT_000159_en
Example solution:
As can be seen in the picture, there are no presets for this signal in the list of presets under F5
(presets for channel A) (default presetting).
The participant therefore has to adjust everything by hand or manually. This signal shown
here is therefore only an example. Depending on how the time base and the Volt/Div is
set, the view of the signal changes, but nothing changes in the sum of the time or the volt-
age. The important thing is that the signal is easy to diagnose.
01_actuation of purge valve HMS

GTT_004245

0 Instruction
For exercise 17:
Since the plug is disconnected, the voltage drops to 3 V. This is used for fault detection or
as test voltage for the control unit.
For exercise 26:
See document numbers
GF47.30-P-3015MRD and
GF01.20-P-0001MRD
5.4 Discussion of results of practical block 1 measurement technology HMS 990

If both groups have completed both stations, a comparison of results will be made in chap-
ter 5.4. Thus, the participants can compare their results with the solutions of the trainer
Whole-class session 10 min.
If both groups have completed both stations, a comparison of results will be made in chap-
ter 5.4. Thus, the participants can compare their results with the solutions of the trainer

Information about practical block 1 measurement technology HMS 990 5.1
5 Practical block 1 measurement technology HMS 990

(Participant)
5.1 Information about practical block 1 measurement technology HMS 990
TT_00.00-034960-FA
Learning objectives of station 1 and 2 / practical block 1

• Use the 12-channel oscilloscope of the measurement technology HMS 990.
• Use the universal oscilloscope of the measurement technology HMS 990.
• Describe the function of camshaft adjustment.
• Explain the function of actuating ignition coils.
• Explain task, setup, arrangement and function of purging.
• Explain how a pulse width modulated signal works.
Please note your results in the documentation so that you can present your work in the final
discussion.
Compare your results in the concluding discussion of the results.

Dear participants, please prepare the stations for the next group before the group change.

5.1 Information about practical block 1 measurement technology HMS 990
For your orientation, please observe the following splitting of the time within the
practical block!
Time taken to process Change of station Time taken to process
station 1 station 2
45 min. 10 min. 45 min.
Result discussion for both stations
10 min.
The above times are guideline values. If necessary, observe the target times specified by the trainer.

Station 1 / practical block 1 measurement technology HMS 990 5.2
5.2 Station 1 / practical block 1 measurement technology HMS 990

Work your way through the exercise taking the preliminary information (“Practical work proce-
dure”) for the practical exercises into consideration. Use all of the aids specified there to do so.
Always observe the safety and hazard notes!
Please observe the following when handling the vehicles:
• The vehicles should be treated respectfully and carefully
• If you are unable at any time to proceed further in your group, then consult with your
trainer.
Exercise 1 Connect the XENTRY kit to the vehicle and perform a short test.
Please save this as an initial quick test “in file” via the print options specifying the label or print
it out.
Search your training vehicle in the WIS or via the book symbol of XENTRY Diagnosis, select the
electrical wiring diagram for the engine control unit and print it out. Also note:
a) The document numbers for plug M and plug F
Plug M: PE07.08-p-2101-97dbc
Plug F: PE07.08-p-2101-97dbd
b) The plug and pin assignment of the electrical wiring diagram as well as the encryption on the
socket box for the two intake and exhaust camshaft sensors and the crankshaft Hall sensor.
Intake camshaft sensor left, B6/4 = M57, socket box socket 57

intake camshaft sensor right, B6/5 = M58, socket box socket 58
exhaust camshaft sensor left, B6/6 = M59, socket box socket 59
exhaust camshaft sensor right B6/7 = M82, socket box socket 82
crankshaft sensor B70 = M83, socket box socket 83
Exercise 2 What significance do the electrical diagrams have in the triangles, in the electrical line, in the
control unit plug?
Arrow from control unit to component part = output signal

Arrow from component part to control unit = input signal

Exercise 3 Now record both the intake and exhaust camshaft signals as well as the signal from the crank-
shaft sensor with the HMS 990 measurement technology 12-channel oscilloscope. If you have
any questions about the operation, use the F2 key (?, Help) or consult your trainer.
Please note during your recording that the basic position of the camshafts is a given. To do this,
remove the plugs of the intake and exhaust camshaft adjustment solenoids.
Enter your set value in the blank image of the 12-channel oscilloscope shown below.
Save your recording, print it out, or sketch the signals into the blank image. If you have a
smartphone on hand, it is of course also possible to take a picture of the signal recording.
12-channel oscilloscope blank image with 5 channels

GTT_004244
Exercise 4 How does the square wave signal come about?
The control unit applies a 5 V signal to the signal line, which is then pulled
to ground by the Hall sensor when a cam or diaphragm is juxtaposed.
This creates the square wave signal. A so-called pull-down signal.

Exercise 5 How do you know if the synchronization is ok or not?
The respective edges of the intake camshaft signals and exhaust cam-
shaft signals must be in alignment with each other.
Exercise 6 Is the synchronization in your case okay or not? Mark the boxes accordingly.
OK
Not OK
Exercise 7 Why is the synchronization of injection and ignition sequence needed? Use the information in
WIS (group 07 / information type GF).
• For actuating the ignition coils and the injectors

• Knock control
• Fuel shutoff
Exercise 8 How does the control unit recognize the ignition TDC position of the cylinder 1? Determine this
position in the recording above.
If the controller recognizes the position at the same time

• of the crankshaft sensor: 2. negative edge after the gap and
• one of the two intake camshaft sensors 0V position (low)
it processes this to detect the ignition TDC of cylinder 1.
Exercise 9 In the WIS, find the function for camshaft adjustment and make a note of the document number.
GF07.10-P-1016 MND

Exercise 10 Answer the following questions about this:

1. Up to how many CKA can the camshafts be adjusted?
2. What is improved by the camshaft adjustment?
3. What does the camshaft adjustment dependent on?
4. How is the engine oil temperature recorded?
5. What is the engine oil temperature actually required for?
6. In which direction are the respective intake and exhaust camshafts adjusted during valve
overlap if more engine torque and engine power are to be achieved? Is the valve overlap
then small or large?
7. In which direction is the respective intake and exhaust camshaft adjusted during valve
overlap when maximum exhaust gas is to be returned?
8. Which exhaust gas is reduced by the exhaust gas recirculation?
9. In which operating status is this sought after?
1. 40°
2. Engine torque and exhaust gas behavior
3. Of speed and engine oil temperature
4. Determined by coolant temperature, time and engine load
5. To provide enough oil pressure> 1.5 bar
6. Small valve overlap, i.e. exhaust valve => early and intake valve => late
7. Large valve overlap, i.e. exhaust valve => late and intake valve => early
8. NOx
9. In the lower speed and load range to cause no loss of power

Exercise 11 Optional:
If there is still time to change the group, pull off the plug of an intake camshaft sensor or an ac-
tuator while the engine is running and see how the actual values in the XENTRY Diagnosis be-
have at idle and in the partial-load range or which errors are stored. Note down your findings.


Work your way through the exercise taking the preliminary information (practical work proce-
dure) for the practical exercises into consideration. Use all of the aids specified there to do so.
• The vehicles should be treated respectfully and carefully
trainer.
Exercise 12 Connect the XENTRY kit to the vehicle and perform a short test.
Please save this as an initial quick test “in file” via the print options specifying the label or print
it out.
Now record the secondary image of the ignition coils with the HMS 990 measurement technol-
ogy. You will find the information you need in XENTRY Diagnosis, under “engine control unit” via
the tab “tests”. Follow the details of the guided test.
In which order (1-3) do you have to set the ignition oscilloscope so that you can get a usable
signal or set the time?
F5, Y axis, voltage range
3
F6, X-axis, time basis
2
F7, mode of representation
1
Exercise 13 Use the WIS to answer the following questions about the ignition system.
a) Which signals are read in by the control unit for the ignition system and which information do
you supply in each case?
Knock signal => knock sensor (A16/1, A16/2)

Setting of the intake camshaft => Hall sensor intake camshaft (B6/15)
Setting of the exhaust camshaft => Hall sensor exhaust camshaft B6/16)
Coolant temperature => Coolant temperature sensor (B11/4)
Engine load => Pressure sensor B28/7
Engine speed => Hall sensor crankshaft

b) Which operating modes of the ignition coil are distinguished between?
Single-spark ignition = single-spark

Multi-spark ignition = multi-spark
c) Explicitly explain the difference between these two operating modes.
Single-spark ignition coil

One ignition spark per ignition process or working cycle
Multi-spark ignition
Several ignition sparks per ignition.
Exercise 14 Search your training vehicle in the WIS or via the book symbol of XENTRY Diagnosis, select the
electrical wiring diagram for the engine control unit and print it out. Also note:
a) The document numbers for plug M and plug F
Plug M => PE07.08-P-2101-97dba

Plug F => PE07.08-P-2101-97dbb
b) The plug and pin assignment of the electrical wiring diagram as well as the encryption on the
socket box for the purge valve.
Plug F pin 57 => small socket box or socket box three sockets 27
Exercise 15 Now record the signal of the purge valve with the universal oscilloscope of the HMS 990 meas-
urement technology. If you have any questions about the operation, use the F2 key (?, Help) or
consult your trainer.
Remember that to display the signal, you must actuate the component part via the XENTRY
Diagnosis.

Exercise 16 Please save this as an initial quick test “in file” via the print option, specifying the label or print
it out, or sketch the signal in the blank image or apply your settings. If you have a smartphone
on hand, it is of course also possible to take a picture of the signal recording.
01_Two-channel universal oscilloscope blank

GTT_004245
Exercise 17 Complete the table and answer the following question about the recorded signal. Please mea-
sure the effective voltage with a multimeter, parallel to the oscilloscope connection.
Signal type Effective voltage Current consumption
in V? actual / specified
value in mA?
Start of actuation Pulse width modulated
signal (PWM signal) Approx. 7.0 444/390-495
End of actuation
DC signal Approx. 12-16 4

Exercise 18 How does your signal behave when you disconnect the plug of the purge valve? Note down your
findings.
The ratio between the on and off duration remains the same, but the volt-
age drops to approximately 3 volts.
Exercise 19 Make a note of the fault code that is set in the engine control unit from the disconnection. Then
please clear the fault memory again.
P044400 The purge valve of the evaporative emission control system has
an interruption.
Exercise 20 Next, in the engine control unit under the "Actual values" tab, open the "Test values at “idle”.
Please make a note of the following values with the engine running.
no. Last name Actual values Specified values
253 B28/7 pressure sensor next to [200,00 – 500,00]
throttle valve Approx. 222.50 hPa
560 Signal voltage of the component < = 4.80
part B28 / 7 throttle position sen- 0.50 V
sor next to throttle valve
935 Injection duration [0.1…0.6 ms]
0.2 ms
766 Duty cycle of the component part [0….100%]
Y58/1 (switchover valve of purging) 0 or 22% fluctuates
Exercise 21 Click on the blue I of number 253 B28/7 pressure sensor next to throttle valve. What does ab-
solute value mean?
This specified pressure is seen from the absolute pressure. It equals

zero. There is nothing below zero. So to speak, we have a vacuum of
777.5 hPa. Vacuum means under atmosphere.

Exercise 22 What is understood in the table under the term duty cycle of the component part Y58/1
(switchover valve for purging)?
A pulse-width modulated signal represents the ratio of the actuation from

the control unit, from pulse duration (switch-on duration) to pulse pause
(switch-off duration). This results in a so-called duty cycle in %. This in
turn serves to calculate the effective voltage with which the component
part is supplied. Ueff = Umax x duty cycle in %
Exercise 23 How does the actual value of the duty cycle behave when you switch from idle to partial load?
Please also note the signal of the connected oscilloscope. Note down your findings.
The actual value in % increases. Likewise, the pulse duration of the elec-
trical signal is extended to the component part.
Exercise 24 Disconnect the plug connection of the purge valve line to the charge air cooler holder. Please
note that the metal safeguard is unlocked beforehand.
How do the test values change at idle?
The actual value of the B28/7 pressure sensor next to throttle valve rises
to approx. 321.44 hPa.
The injection duration increases to 0.4 ms.
Exercise 25 Make a note of the fault code that is set in the engine control unit from the disconnection. Then
please clear the fault memory again.
P22797A A leak was detected in the intake air system. A leak or defec-
tive seal was detected.

Exercise 26 Which conditions must be met for the purging to be released?
Engine start at least 60 to 80 sec. ago

Coolant temperature > 40 °C
Engine not in deceleration mode
Engine not in the oxygen adaptation phase
Exercise 27 Follow the course of line purging. What is the significance if the purging line is divided? The WIS
may help you here.
The purging is split into the

• idle purging (sucked in via vacuum in the intake manifold after the
throttle valve) and into the
• full load purging (sucked in via full load purging and Venturi nozzle,
since there is no vacuum in the intake manifold.)
Exercise 28 One last fundamental question about this station.

What purpose does purging serve actually?
By law, fuel vapors (HC) must not be released into the environment. Thus,
they are collected in the activated charcoal canister and then returned to
combustion.

5.4 Comparison of practical block 1 measurement technology HMS 990
5.4 Comparison of practical block 1 measurement technology HMS 990

Present and discuss your results of the practical task to the whole class.
Take the opportunity to compare your results to those of your colleagues and note down im-
portant points.
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-

Practical block 2: Diagnosis (Trainer) 6
Instruction 0
6 Practical block 2: Diagnosis (Trainer)

Instruction
Total time ........................................................................................................................155 min.
6.1 Information about practical block 2 diagnosis

0 min.
6.2 Station 1 / practical block 2 diagnosis

The participant can develop his/her own strategy to check faulty systems using the work-
shop information systems, XENTRY Diagnosis and special tools.
The participant can explain the system and suggest a proper repair.
The participant can perform a final inspection.
Group work 60 min.
The stations are changed after 60 minutes. It is not necessary for the trainer to resolve the
fault, as this is handled in the discussion.
Task description - fault installation, fuel line (flex line) with restricted flow
Goals of the exercise
Last name Details Note
Primary overall goal of The aim is to develop an effective solution requiring a minimum
the practical exercise of assembly work by performing complaint analysis.
General learning objec- The participant can:
tives • communicate in a customer-oriented way and obtain diag-
nostically relevant information
• independently plan the basic procedure for troubleshooting
• properly carry out troubleshooting on multiple systems
• propose proper repairs and carry out further steps
Specific learning objec- The participant can:
tives • communicate in a customer-oriented way and analyze diag-
and initiate further measures
• assess system-specific components and use the results to
specifically determine required action
• develop his own tests and properly implement them
• properly use special tools in accordance with safety regula-
tions
• find the causes that led to the defect or to wear of the com-
ponents

0 Instruction
Notes concerning fault

Last name Details Quantity Note
Vehicle model E-Class MOPF (BR213) with M276 DEH LA 1
Faulty component part Fuel line (flex line) 1 A221 470 23 75
Picture 1, fuel line

TT_47.00-035067-FA
Installation location Left rear engine compartment
Picture 2 Installation location of fuel line

TT_00.00-035065-FA
Installation time Approx. 15 min. per vehicle

Notes on faulty compo- • Switch off ignition and remove key AR07.03-P-1460-01VA
nent part installation • Remove engine covers
• Remove left air filter housing
• Depressurize fuel system
• Remove fuel line between firewall and low-
pressure distributor
• Install the defective component
• Assemble in the reverse order
The valid work instructions in the WIS must
be strictly observed!
WIS document AR07.03–P-1010EL (remove/
install rail)
• During installation work do not open any
doors or the trunk lid, and do not switch on
the ignition!
Customer complaint Customer complaint:
• My car jolts severely at approx. 40 km/h
Vehicle diagnosis system Status 05/2014
Fault code in XENTRY The quick test indicates a fault code.
Diagnosis P053F94
The fuel pressure is implausible during cold
starts. There is an unexpected instruction
(see XENTRY Diagnosis error log).

Instruction 0
Faulty component part

Faulty component part The component is rigged in the following steps:
• Insert a self-made brass insert with a bore of approx. 0.5
mm in the fuel hose
Making the fault

TT_47.00-008948-FA
Parts for preparing the faulty components

Last name Details Quantity Part number
Fuel line By number A221 470 23 75
of trainer
kits
Brass insert with a bore of approx. 0.5 mm 1 Shop-made
Faulty component part alternative

• Cut M8 thread in the pressure fitting (chassis side)
• Seal off threaded inserts using 2-component epoxy resin
adhesive
• When dry, drill a bore hole measuring 0.5 mm
• Coat threaded element with 2-component epoxy resin ad-
hesive and screw flush into the thread made in the line.
Making the fault

TT_00.00-015813-FA

0 Instruction

Fuel line By number A221 470 23 75
of trainer
kits
Commercially available • Flat tip screwdriver, drill 1 Shop-made
tools • M8 thread tap with suitable tap holder
• Commercially available threaded sleeve,
M8 male and M4 female
• Epoxy resin
• 0.5 mm drill bit
Required parts
Fuel line 1 A221 470 23 75
Customer information
Customer's statement Customer complaint:
• My car jolts severely at approx. 40 km/h
Other functional impair-
ments
Additional questions for When, how and where did the fault occur? Have This morning on my way to a business
the customer repairs been done recently? meeting
Operating conditions of the vehicle? A lot of intercity and freeway
When fueled and where? Yesterday, not far from a business ap-
pointment
XENTRY Diagnosis Information (attention versions 1 and 2 possible, see note)

Quick test The quick test indicates a fault code.
P053F94
The fuel pressure is implausible during cold starts.
There is an unexpected instruction
(see XENTRY Diagnosis error log).
It may also be that no fault code is stored. In this case, the participants must continue at
the point shown here:
Possible fault cause and tests Check the actual fuel pressure and the delivery quantity
!!! Note for the trainer: • Check the fuel pressure and the delivery quantity with a
pressure gauge at the low-pressure system diagnostic sock-
The participant started et in comparison to the actual values in the control unit
here with version 2 with-
out fault code !!!! The result:
• The fuel pressure deviates from the displayed actual value in
the control unit
• The delivery quantity is not reached, specified value approx.
1 liter in 20 sec

Instruction 0
Tests according to XENTRY Diagnosis

TIPS contains no Tests are to be performed at own discretion. Ensure access to TIPS
helpful document.
Solution key
Customer interview Information procurement on the customer complaint Customer
Quick test Information procurement from system Vehicle
System information Gather information about the affected system; determine the WIS and hand-out for
basic function of the system participants
Game The vehicle jolts severely at approx. 40 km/h.
Players • Fuel system/mixture formation:
− Fuel
− Low-pressure fuel system
− High-pressure fuel circuit
− Intake manifold
− Exhaust system with catalytic converters
− Electric lines
MED17.7 control unit
Diagnostic strategy Filter out relevant information and define procedure
Own strategy Define further procedure Information procurement
Knowledge development Determination of the system functions and function require- WIS document
ments GF07.70-P-0998MM (ME)
Possible solution The quick test indicates stored fault codes.
Fault code
TT_07.00-035063-FA
Possible cause of error Inspection of the B4/25 component part (fuel pressure and
and checks in XENTRY temperature sensor) via actual values verification in accordance
Diagnosis with fault code: P053F94
The result:
All actual values are OK.

0 Instruction

Possible cause of error Checking of the cause
and checks in XENTRY • Checking of the B4/25 actual values in the ME-SFI [ME]
Diagnosis control unit
The result:
• The fuel pressure is within the specified range
B4/25 actual values

TT_47.00-033400-FA
Possible cause of error Check the high-pressure fuel circuit for leaks according to
and checks in XENTRY XENTRY Diagnostic tests
Diagnosis • Test prerequisites
− are fulfilled
• Test sequence
− The rail pressure must not drop below 100 bar within 3
minutes
High-pressure test
TT_07.00-035075-FA
Result according to XENTRY Diagnosis

• All values are OK.
− The high pressure is maintained

Instruction 0

Possible cause of error Checking the component part quantity control valve via actual
and checks in XENTRY values according to tests in the XENTRY Diagnosis
− are fulfilled
Test of quantity control valve component

TT_07.00-035076-FA
Result according to XENTRY Diagnosis

• All values are OK.
− The actual value “for the total control angle” reaches
the specified value.
The guided test for the fault code does not provide a plau-
sible test result in this case. Alternatives (e.g. low pres-
sure test) are not suggested. Reasons are:
• When the fault type of the fault code is accessed, XENTRY
Diagnosis scans the fuel low-pressure sensor. If there is a
plausible value there, XENTRY Diagnosis recognizes that the
supply circuit must be OK and therefore suggests a test in
the high-pressure fuel circuit. The failing is that the fuel line
between the fuel filter and the engine is ignored.
Possible cause of error Test the low-pressure fuel circuit
and checks in XENTRY This test must be selected by the participants on their own ini-
Diagnosis tiative in accordance with their strategy.
• Low-pressure test in FSCU
− Check fuel pressure and internal leaktightness of the
fuel system.
• Perform the hydraulic pressure and delivery quantity
checks.

0 Instruction

Possible cause of error Check the fuel pressure and internal fuel system leak tightness
and checks in XENTRY according to XENTRY Diagnosis tests
− Component part B4/7 (fuel pressure sensor) is OK.
− Internal combustion engine during idling
Test of quantity control valve component

TT_47.00-035077-FA
Result according to XENTRY Diagnosis:

• All values are OK
− The low fuel pressure reaches the specified value
Possible fault cause and Check the actual fuel pressure and the delivery quantity
tests • Check the fuel pressure and the delivery quantity with a
!!! Note for the trainer: pressure gauge at the low-pressure system diagnostic
socket in comparison to the actual values in the control unit
The participant started
here with version 2 The result:
without fault code !!!! • The fuel pressure deviates from the displayed actual value
in the control unit
• The delivery quantity is not reached, specified value approx.
1 liter in 20 sec.
Result The fuel pump control unit is OK.
There is a constriction in the fuel line between the fuel pressure
sensor and the high-pressure pump.
Follow-up work A fault remedy check must be performed after making the re-
pair, including a final quick test.
Important!
The trainer must supervise rectification of the fault.

Instruction 0

Group work 60 min.
The stations are changed after 60 minutes. It is not necessary for the trainer to resolve the
fault, as this is handled in the discussion.
Task description - fault installation, exhaust camshaft solenoid with mechanical damage
Primary overall goal of the The aim is to develop an effective solution requiring a mini-
practical exercise mum of assembly work by performing complaint analysis.
General learning objectives The participant can:
• communicate in a customer-oriented way and obtain
diagnostically relevant information
• independently plan the basic procedure for trouble-
shooting
Specific learning objectives The participant can:
• communicate in a customer-oriented way and analyze
diagnostically relevant information
• independently plan the basic procedure for trouble-
shooting and initiate further measures
• assess system-specific components and use the results
to specifically determine required action
• properly use special tools in accordance with safety
regulations
• find the causes that led to the defect or to wear of the
components

0 Instruction

Vehicle model C-Class (BR205) with M274 DEH LA 1
Faulty component part Exhaust camshaft adjustment solenoid 1 A276 156 07 90
Picture 1 Exhaust camshaft solenoid

TT_05.20-033222-FA
Installation location In the engine compartment

• On the front side of the cylinder head
− Installation location of defective exhaust
camshaft solenoid
Picture 2 Exhaust camshaft solenoid

installation location
TT_05.20-035240-FA

Notes on faulty compo- Switch off ignition and remove key AR05.20-P-7295EL
nent part installation Open engine hood
Remove upper engine cover
Disconnect electrical connector from solenoid
Unscrew fastening screws and remove adjust-
ment solenoids
Important! Collect escaping engine oil
Install the fault component in the reverse order,
it is absolutely essential to follow the valid
work instructions in WIS
Customer complaint The customer complains of the following: “A
fault message appears in the instrument cluster
(symbol).”

Instruction 0

Fault code in XENTRY The quick test indicates a fault code:
Diagnosis P 001464
The position of the exhaust camshaft (cylinder
bank 1) deviates from the specified value. There
is an implausible signal.
Defective component part

• Process adjusting bolt of camshaft adjustment solenoid
with a drift and a hammer.
− Knock the adjusting bolt into the adjustment solenoid
• The adjusting bolt may still move out by approx. 2 mm after
processing.
• The adjusting bolt must still be free-moving after pro-
cessing!
Carefully clean component part
Picture 3 Modified adjusting bolt position

TT_05.20-033239-FA
1 Basic position of camshaft solenoid adjusting bolt

Modified position (approx. 2 mm) of camshaft sole-
2
noid adjusting bolt
Picture 4 Manufacturing the modified

position
TT_05.20-033240-FA

Commercially available Hammer 1 Commercially available
tools
Drift 1 Commercially available

0 Instruction
Required parts
Bolts Camshaft solenoid to front cover of cylinder head 10 per A002 990 76 03
vehicle
O-ring Sealing ring between camshaft solenoid and front 10 per A016 997 50 45
cover of cylinder head vehicle
• A fault message appears in the instrument
cluster (symbol).
ments
Additional questions for Fault messages in display? No, none.
the customer
Are there any other malfunctions? No, not that I'm aware of.
Other functional impairments? No, not that I'm aware of.
Unusual operating conditions? No, mixture, city, freeway and intercity
driving to the same extent.
When, how and where did this occur? Yesterday on the way home
Repairs carried out beforehand? Yes, my hands-free system was not
working properly, a workshop has re-
placed something under the warranty.
Has any fluid loss occurred (oil, fuel or coolant)? No.
Have you recently noticed increased smoke at No.
the exhaust?
When and with how much of what fuel was the The vehicle was refueled with 45 l of
vehicle last refueled? premium gasoline at a brand-name fill-
ing station 3 days ago.
Where is the vehicle parked? In my garage or on the parking lot at
my place of work
XENTRY Diagnosis information

Quick test The quick test indicates a fault code:
P 001464
The position of the exhaust camshaft (cylinder
bank 1) deviates from the specified value. There
is an implausible signal.

helpful document.

Instruction 0
Solution key
System information Gather information on the affected system. WIS and hand-out for
• Determining the base function of the systems: participants
− “Gasoline injection and ignition system with direct GF07.70-P-0002MRA
injection” GF07.10-P-1016MRA
− “Camshaft adjustment” (camshaft adjustment)
Game A fault is indicated on the instrument cluster (symbol)
Position of exhaust camshaft deviates from specified value
Players The following fault-related areas are revealed after the com-
plaint analysis:
• Mechanical engine components
− Basic position of timing
− Camshaft positioner
− Control valve (center bolt)
− Oil pressure supply
• Camshaft adjustment
− Camshaft solenoid
− Camshaft Hall sensor
− Engine control unit (N3/10)
− Electrical lines between aforementioned components
TT_00.00-034397-FA

0 Instruction

Possible solution The fault code is in the quick test.
Quick test fault

TT_05.20-035234-FA
Possible causes of error Check camshaft positioner in accordance with fault code
and checks in XENTRY P001464
Diagnosis Check adjustment of camshafts at an engine speed of between
2700 and 3500 rpm
• The value displayed for the exhaust camshaft deviates from
the specified value.
Test prerequisites
TT_05.20-035237-FA
Result evaluation:
TT_05.20-035236-FA
Possible cause and remedy according to test result

• Replace camshaft positioner with control valve
− Both components are OK

Instruction 0

The test of the exhaust camshaft adjustment solenoid compo-
nent part is available in the “tests” menu.
• Check the “exhaust camshaft adjustment solenoid” compo-
nent part via actuations
− The test is not OK
• Check power consumption of “exhaust camshaft solenoid”
component using the socket box
− The test is OK
Test of actuation
TT_05.20-035237-FA
Test of power consumption

TT_05.20-035239-FA
End of test
After completion of the testing of the camshaft solenoid com-
ponent:
• Component actuation
− The test only evaluates adjustment of the actuated
camshaft, but does not take a mechanical defect of the
solenoid into account
• Power consumption of component
− The test only evaluates the electrical path, but does not
take a mechanical defect of the solenoid into account

0 Instruction

A mechanical test is needed in order to make a decisive state-
ment about the condition of the solenoid!
The simplest and quickest way of testing the mechanical opera-
tion of the camshaft solenoid component is to swap the affect-
ed component with a functioning solenoid.
Result A mechanical defect is clearly determined by swapping the
camshaft solenoid. The component must be replaced as per the
work instructions.
Follow-up work • Replace bolts and sealing rings of camshaft solenoid
− Observe the tightening torque
• Rectification of the fault must also be checked with a func-
tion test and final quick test.
Important! The trainer must supervise rectification of the
fault.
6.4 Discussion of results / practical block 2 diagnosis

The participants have a standard level of knowledge about the “Practical block 1” learning
unit
The faults for "practical block 1" are solved, a discussion about the system is conducted
and unanswered questions are explained.
The trainer discusses the results of the group task with the participants. The trainer
ensures here that the system knowledge has been conveyed and the learning objectives
are achieved.
If necessary, he works out a uniform result together with the group.

Information about practical block 2 diagnosis 6.1
6 Practical block 2: Diagnosis (Participant)

6.1 Information about practical block 2 diagnosis
TT_00.00-034960-FA
Learning objectives of the practical block

• Efficiently develop the work procedure and the diagnostic path by means of targeted use of
information sources (customer, XENTRY Diagnosis, DAS, colleagues, WIS, TIPS, SD media).
identify the cause.
practical block!
Time taken to process station 1 Change of station Time taken to process station 2
55 min. 10 min. 55 min.
45 min.


Exercise 29 Work your way through the exercise taking the preliminary information (“Practical work proce-
• The cases are processed under conditions as close to reality as possible.
• The vehicles should be treated respectfully and carefully.
trainer.
After processing the complaint, transfer the procedure into your document.
Use the HMS 990 for diagnosis.

Complaint analysis
Customer interview -
information
-
-
-
-
-
-
Vehicle information -
-
-
-
-
-
-
Information about -
diagnostic tools
-
(XENTRY Diagnosis)
-
-
-
-
-
-
-

Station 1 / practical block 2 diagnosis 6.2
Determination of -
game and players
-
-
-
-
-
-
-
-
Determination of -
game and players
-
-
-
-
-
-
-
-
-
-
-
Test level
Diagnosis steps in -
detail
-
-
-
-
-
-
-
-
-

Cause level
detail
-
-
-
-
-
-
-
-
-
Technical conclusion
Explanation of cause -
of complaint
-
-
-
-
-
-
-
-
-


trainer.

Complaint analysis
information
-
-
-
-
-
-
-
-
-
-
-
-
Information about -
diagnostic tools
-
(XENTRY Diagnosis)
-
-
-
-
-
-
-

Determination of -
game and players
-
-
-
-
-
-
-
-
Determination of -
game and players
-
-
-
-
-
-
-
-
-
-
-
Test level
detail
-
-
-
-
-
-
-
-
-

Cause level
detail
-
-
-
-
-
-
-
-
-
of complaint
-
-
-
-
-
-
-
-
-


Take the opportunity to compare your procedure to those of your colleagues and note down
important points.
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-

Question catalog on the gasoline engine (Trainer) 7
Instruction 0
7 Question catalog on the gasoline engine (Trainer)

Instruction
Total time ..........................................................................................................................15 min.
7.1 Processing of the question lists for the individual theory topics
The participant can check or develop his/her system knowledge of the individual subarea
systems using the question lists.
Self-study 15 min.
Question lists on theory topics

There are number of possibilities for processing the question catalogs on the theory topics.
Depending on the training progress and level of knowledge of the participants, the trainer can
choose between the different options.
Question list at end of respective diagnostic exercise

One possibility is to answer the questions of the respective theory topic immediately after
completing the associated diagnostic exercise.
If this procedure is selected, this must be done at the end of each diagnostic task.
Question list at end of course

Another possibility is to answer all questions on all theory topics after the last diagnostic exer-
cise on the last day of training.
Question list as homework

Another possibility is for the participants to complete all of the questions as “homework”. How-
ever, in this case the questions must be compared with the correct answers on the last day of
training.
It is also possible to use a combination of these approaches.
7.2 Question catalog on engines M270/M274

Self-study 0 min.
Questionnaire for engine M276 DEH LA

Self-study 0 min.

7 Question catalog on the gasoline engine (Participant)

You will find some statements on the subject of the M270/M274 engines in the following.
These will help you with targeted preparation for the technical module, the final test and also
the final examination. Evaluate these questions with “Correct” or “False”.
Use your documents, the workshop systems or the trainer to clarify possible questions con-
cerning comprehension.
Statements about Camtronic Correct Incorrect
The electromagnetic lift solenoid is actuated by the FSCU.
. X
The Camtronic system only targets the exhaust camshaft.
. X
Each cylinder has its own lift solenoid.
. X
The tappet positions are monitored by a sensor.
X .
In the basic setting for the Camtronic system, the valves are actuated by the small cams.
. X
The Camtronic system helps engines achieve a much higher torque output in the upper load
range. . X
In the Camtronic operating mode, the throttle valve actuator is almost completely opened.
X .
Statements about the combustion system Correct Incorrect
Fuel consumption decreases when an engine is operated in stratified-charge mode
X .
During homogeneous combustion, the engine is all but operated in a “dethrottled” state
. X
Direct-injected engines are always operated with excess air.
. X
In stratified-charge mode, fuel is injected during the intake stroke.
. X
Modern injectors can achieve up to 5 injections.
X .
Greater amounts of NOx are produced during stratified-charge operation.
X .

Question catalog on engines M270/M274 7.1
Statements about exhaust gas recirculation Correct Incorrect

All current gasoline engines with direct injection feature external exhaust gas recirculation
. X
External exhaust gas recirculation reduces the quantity of CO2 in the exhaust gas.
. X
With exhaust gas recirculation, the exhaust is led to the fresh air.
X .
The recirculated exhaust gases lower the combustion temperature and helps to reduce the
production of NOx X .
The exhaust gas recirculation system has an electronic heater booster.
. X
The position of the exhaust gas recirculation actuators is monitored by sensors.
X .
Exhaust gas recirculation is active during stratified-charge mode.
X .
Statements about the crankcase ventilation system Correct Incorrect
The crankcase ventilation system is only active at wide open throttle.
. X
The crankcase ventilation system has oil separators.
X .
When the wide open throttle vent line is removed, the connection to the oil separator must
be destroyed. X .
In partial-load range, the gases from the crankcase are routed over the oil separator to the
charge air manifold. X .
In the wide open throttle range, the gases are routed directly from the crankcase to the air
intake pipe. . X

7.2 Questionnaire for engine M276 DEH LA
7.2 Questionnaire for engine M276 DEH LA

You will find some statements on the subject of the M276 DEH LA engine in the following.
These will help you with targeted preparation for the technical module, the final test and also
the final examination. Evaluate these questions with “Correct” or “False”.
Use your documents, the workshop systems or the trainer to clarify possible questions con-
cerning comprehension.
Statements about the fuel system Correct Incorrect
The pressure sensor of the fuel low-pressure system is read in by the ME-SFI [ME] control unit.
. X
The fuel system control unit is connected to the ME-SFI [ME] control unit over a LIN bus.
. X
The fuel, which is removed via a T-piece upstream of the fuel filter, ensures that the suction
jet pump operates under any operating conditions. . X
The control unit ME controls the fuel pump via a pulse width modulated signal (PWM signal).
. X
The ME-SFI [ME] control unit provides the FSCU control unit with the specified value for fuel
pressure control. X .
The pressure in the low-pressure fuel system can vary depending on the operating state.
X .
High pressure is generated separately for each cylinder bank.
. X
The high-pressure control takes place via the pressure regulating valve in the left-hand rail.
. X
If repair work is carried out on the components of the high-pressure system, a leak test
must be performed using Star Diagnosis before the repair is complete. X .
The service valve for measuring the fuel pressure is fitted to the fuel feed line.
X .
Statements about injection control Correct Incorrect
When the quantity control valve is de-energized, the delivery rate of the high-pressure pump
is at maximum. . X
The nozzle needle of the injector opens in the direction of the combustion chamber.
X .
The injectors are supplied with a voltage of approx. 12 V.
. X
The injection quantity is determined via the “hot film mass air flow sensor” input signal.
. X
The temperature of the high-pressure fuel is an important variable in calculating the exact
injection quantity. X .
The signal from the intake air temperature sensor is used to calculate the injection quantity
per cylinder, among other things. X .
The air mass supplied to the engine is measured by the “intake air temperature sensor” and
“pressure sensor downstream of the throttle valve”. X .
The quantity control valve is actuated to the maximum during the starting procedure.
X .

Questionnaire for engine M276 DEH LA 7.2
Statements about the ignition system Correct Incorrect

Engine 276 has one ignition coil per cylinder.
X .
Engine 276 has two spark plugs per cylinder.
. X
After removal, the spark plugs are reused if they are free from defects and have not yet
reached the maintenance threshold. X .
The ignition system operates with “multi-spark” under certain engine operating statuses.
X .
The generation of ignition sparks at two spark plugs simultaneously is known as “multi-spark”.
. X
An adapter cable is required in order to test the primary current.
X .
When the primary ignition trace is recorded, the current increase in the primary coil can be
analyzed. X .
The Universal Scope is used for recording the primary ignition trace.
X .
During a direct start (start/stop function) the ignition coils are actuated in multi-spark mode.
X .
Statements about the charging system Correct Incorrect
Boost pressure control takes place using the variable turbine geometry.
. X
An electropneumatic pressure converter actuates both turbochargers simultaneously.
X .
The vacuum supply to the boost pressure control takes place with intake manifold pressure.
. X
The charge air cooler has independent cooling-water circulation.
X .
Each of the two turbochargers is synchronized by an upstream hot film mass air flow sensor.
. X
Both turbochargers have a blow-off valve.
X .

Day-end closing (Trainer)
Instruction
Day-end closing (Trainer)

Instruction
Total time ............................................................................................................................ 5 min.
Oral feedback on training day

The participant can reflect on his/her personal impressions of the first training day.
The participant briefly describes their experiences of the past day.

class
Feedback on the day

Feedback on the day should always be invited at the end of the day in order to conclude the
day's training.
This daily feedback can be kept very short in terms of time. Examples are:
• Verbal feedback from the participants is voluntary.
• Each participant is to formulate one sentence as feedback on the day.
• The trainer prepares a flip chart with a single-dot question, which should be answered by
the participants when they are leaving the training room.
• ...

Introduction to the day (Trainer) 8
Instruction 0
8 Introduction to the day (Trainer)

Instruction
Total time ..........................................................................................................................15 min.
8.1 Review of the previous day

The participant can reflect on his/her personal impressions of the previous day.
The participant expresses his/her impressions about what was learned on the previous
day.
class
Review of previous day

The review is intended to reflect the training content of the previous day from the point of view
of the participants. It also serves as a knowledge check depending on the questions of the
trainer.
The review at the start of the day should also help to get the participants in the mood for the
training content of the current day.
The introduction to the day can be kept short in terms of time. Examples are:
• Every participant states one item covered on the previous day.
• Each item covered should only be named once.
• ...
Schedule for day 2

The participant gets to know the content and agenda of the second day of training
The contents and schedule for the second day of training are introduced
The trainer introduces the content 5 min.

and schedule of the second day of
training to the participants in the form “Daily schedule”, “objec-
of an interactive lecture. tives” and “times” pin
board

8 Introduction to the day (Trainer)
8.1 Schedule for day 2
8 Introduction to the day (Participant)

8.1 Schedule for day 2
The trainer presents the content and the schedule for the second day of training.
• Welcome to second day
• Schedule for second day
• Current situation regarding complaints on gasoline engines
• Practical Block 2
• Discussion of results of Practical Block 2
• Discussion of results for question catalog on the gasoline engine
• Final test
• Feedback and farewell

Current situation regarding complaints on gasoline engines (Trainer)
Instruction
Current situation regarding complaints on gasoline engines

(Trainer)
Instruction
Total time ..........................................................................................................................60 min.

The participant can describe the current workshop situation with respect to the current
gasoline engines.
Exchange of experience
The participants present current and past workshop cases on the spark-ignition engines on
the vehicle.
The emphasis during processing is discussed.
Discussion as a whole class 60 min.
Prepared pin boards for

receiving the practice cas-
es

0 Instruction

Instruction
Total time ........................................................................................................................255 min.
9.1 Information about the practice block 3 diagnosis

0 min.

Group work 105 min.
The stations are changed after 105 minutes. It is not necessary for the trainer to resolve
the fault, as this is handled in the discussion.
Task description - fault installation, charge air temperature sensor with fixed value
General learning The participant can:
objectives • communicate in a customer-oriented way and obtain diag-
Specific learning The participant can:
objectives • communicate in a customer-oriented way and analyze diag-
tions
ponents

Instruction 0

Vehicle model E-Class MOPF (BR213) with M276 DESLA 1
Faulty component part Temperature sensor downstream of throttle valve 1 A276 905 00 00
actuator
Picture 1, temperature sensor

TT_07.00-035151-FA

• In the charge air cooler
Picture 2 Installation location of tem-

perature sensor
TT_07.00-035141-FA

Notes on faulty compo- Switch off ignition and remove key No WIS document
nent part installation Open engine hood available
Remove upper engine cover Vehicle must be at ope-
rating temperature and
Disconnect electrical connector from tempera- be driven (under load);
ture sensor only then is the fault
Detach temperature sensor code set.
Install the defective component in the reverse
order
Customer complaint The customer complains that: “the engine is slow
to accelerate.”
Diagnosis P026A00
The efficiency of the charge air cooler is not suf-
ficient.

0 Instruction

• Unsolder precision resistor and replace with fixed resistor
(1.5 KΩ)
• Carefully clean component
Picture 4 Manufacturing the defective

component
TT_07.00-035142-FA

Temperature sensor 1 A276 905 00 00
Commercially available Fixed resistor, 1.5 KΩ 1 Commercially available
tools
• The engine is slow to accelerate
ments
the customer
When, how and where did this occur? This morning on my way to do a shop-
ping trip.

Instruction 0

Repairs carried out beforehand? No.
the exhaust?
When and with how much of what fuel was the It was refueled 3 days ago with 50 l
vehicle last refueled? premium gasoline at a brand-name gas
station.
my place of work.

P026A00
The efficiency of the charge air cooler is not sufficient

helpful document.
Solution key
− “Gasoline injection and ignition system with direct GF07.70-P-0998MM
injection” (ME)
Game The engine is slow to accelerate
Players • Charging:
− Exhaust gas turbocharger
• Boost pressure control:
− Pressure sensor upstream of throttle valve
− Charge air temperature sensor
− Vacuum supply and hoses
− Electropneumatic pressure converter
− Boost pressure control device
− Electrical lines
− MEG control unit 17.7
• Bypass air regulation
− Deceleration air valve
− MEG control unit 17.7

0 Instruction

• Charge air cooling and low temperature circuit of cool-
ing system:
− Charge air cooler
− Charge air temperature sensor
− Low temperature cooler
− Low-temperature cooling water pump
− Coolant
− Fuse
− Relay
MEG control unit 17.7
The fault code is in the quick test.
Fault code
TT_07.00-035144-FA
Possible solution Offered testing according to XENTRY Diagnosis
Testing according to XENTRY Diagnosis

TT_07.00-035146-FA
Not a defined path, but a general list of almost all components

of the charging system

Instruction 0

Possible cause of error A verification test of the actual values in the engine control unit
and checks in XENTRY reveals a value of approx. 80 °C of the intake air temperature
Diagnosis
Actual values
TT_07.00-035147-FA
Result By removing the temperature sensor from the charge air cooler
(without disconnecting the electrical contact) and checking the
actual values in the outside air a fixed value for the sensor is
determined. The component must be exchanged.
Follow-up work Rectification of the fault must also be checked with a function
test and final quick test.
fault.

Group work 105 min.
The stations are changed after 105 minutes. It is not necessary for the trainer to resolve
the fault, as this is handled in the discussion.

0 Instruction
Task description - fault installation, defective blow-off valve

tions
ponents

Vehicle model C-Class (BR205) with M274 DEH LA 1
Faulty component part Deceleration air valve 1 A000 153 18 59
Picture 1, blow-off valve

TT_09.40-035249-FA

Instruction 0

• At the boost pressure outlet of the turbo-
charger
Picture 2 Installation location of blow-

off valve
TT_09.40-035251-FA

Notes on faulty compo- Switch off ignition and remove key No WIS document
nent part installation Open engine hood available
Disconnect electrical connector at the blow-off
valve
Unscrew the fastening screws and remove the
blow-off valve
Install the defective component in the reverse
order
Customer complaint The customer complains that: “the engine pro-
duces less power than normal, and the engine
noise has changed.”
Fault code in XENTRY The quick test does not show any fault codes.
Diagnosis

• Remove the preload spring from the diaphragm of the blow-
off valve
Picture 4 Manufacturing the defective

component
TT_09.40-035252-FA

0 Instruction

Commercially available No additional component parts are required Commercially available
tools
• the engine produces less power than normal,
and the engine noise has changed.
ments
the customer
When, how and where did this occur? On the drive to work.
Repairs carried out beforehand? Update of the navigation data last
Monday.
the exhaust?
When and with how much of what fuel was the It was refueled 3 days ago with 50 l
vehicle last refueled? premium gasoline at a brand-name gas
station.
my place of work.

Quick test The quick test does not show any fault codes.
Fault-free quick test

TT_09.40-035257-FA

Instruction 0

helpful document.
Solution key
injection” GF 09.00-P-2000MRA
− “Turbocharging, function”
Game Engine has less power than normal as well as a different sound
level
Players • Charge air system
− Air filter
− Air intake duct between air filter and turbocharger
− Exhaust gas turbocharger
− Turbocharger actuation
− Deceleration air valve
− Charge air manifold to charge air cooler
− Charge air cooler
− Charge air line to charge air distributor
− Sensors of charge-air system
− Pneumatic system
− Charge-air distributor
− Electrical connections
− MED17.7 control unit
Possible solution There are no fault codes in the quick test.
Fault-free quick test

TT_09.40-035257-FA

0 Instruction

Possible causes of error Due to the noise complaint that was verified during a throttle
and checks in XENTRY blip, access via checking the charge air system for leak-
Diagnosis tightness is plausible.
Actual values
TT_09.40-035253-FA
The result:
Following a correctly executed test, a leak in the charge air sys-
tem as an error cause can be excluded.
Possible causes of error Due to the complaint regarding the reduced output, checking
and checks in XENTRY the boost pressure control would be a good idea. This can be
Diagnosis found in the complete list of guided tests
Boost pressure test

TT_09.40-035255-FA
The result:
After having carried out all test steps, a defect in the diaphragm
of the blow-off valve is displayed as a possible cause.

Instruction 0
Result of pressure test

TT_09.40-035256-FA
Possible causes of error In light of the result obtained during the previous test, a visual in-
and checks in XENTRY spection of the blow-off valve removed must now be performed.
Diagnosis
Result During the inspection process, the participant can diagnose a
loose valve diaphragm that does not fully extend outwards.
Follow-up work Rectification of the fault must also be checked with a function
test and final quick test.
fault.
9.4 Discussion of results of practical block 3 diagnosis

The participants have a similar level of knowledge of the “practical block 2” learning unit
The faults for “practical block 2” are solved, a discussion about the system is conducted
and unanswered questions are explained.
The trainer discusses the results of the group task with the participants. The trainer en-
sures here that the system knowledge has been conveyed and the learning objectives are
achieved.
If necessary, he works out a uniform result together with the group.

9 Practical block 3: Diagnosis (Participant)

TT_00.00-034960-FA
Learning objectives of the practical block

• Efficiently develop the work procedure and the diagnostic path by means of targeted use of in-
formation sources (customer, XENTRY Diagnosis, DAS, colleagues, WIS, TIPS, SD media).
identify the cause.
practical block!
Time taken to process station 1 Change of station Time taken to process station 2
70 min. 10 min. 70 min.
45 min.


trainer.

Complaint analysis
information
-
-
-
-
-
-
-
-
-
-
-
-
Information about -
diagnostic tools
-
(XENTRY Diagnosis)
-
-
-
-
-
-
-

Determination of -
game and players
-
-
-
-
-
-
-
-
Determination of -
game and players
-
-
-
-
-
-
-
-
-
-
-
Test level
detail
-
-
-
-
-
-
-
-
-

Cause level
detail
-
-
-
-
-
-
-
-
-
of complaint
-
-
-
-
-
-
-
-
-


trainer.

Complaint analysis
information
-
-
-
-
-
-
-
-
-
-
-
-
Information about -
diagnostic tools
-
(XENTRY Diagnosis)
-
-
-
-
-
-
-

Determination of -
game and players
-
-
-
-
-
-
-
-
Determination of -
game and players
-
-
-
-
-
-
-
-
-
-
-
Test level
detail
-
-
-
-
-
-
-
-
-

Cause level
detail
-
-
-
-
-
-
-
-
-
of complaint
-
-
-
-
-
-
-
-
-

Discussion of results of practical block 3 diagnosis 9.4
9.4 Discussion of results of practical block 3 diagnosis

Take the opportunity to compare your procedure to those of your colleagues and note down
important points.
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-

10 Gasoline engines (Wiki) (Trainer)
0 Instruction

Instruction
Total time ............................................................................................................................ 0 min.
10.1 Crankcase ventilation system, engine M270

The participant knows the overall crankcase ventilation system for engine M270 and can
describe it.
Overall crankcase ventilation system for engine M270
Self-study 0 min.
10.2 Crankcase ventilation system, M274

The participant knows the overall crankcase ventilation system for engine M270 and can
describe it.
Self-study 0 min.
10.3 Crankcase ventilation system, engine M276 DEH/DEH LA

The participant knows the overall crankcase ventilation system for engine M276/M276
DEH LA and can describe it.
The participant knows the overall crankcase ventilation system for engine M276/M276
Self-study 0 min.
10.4 Crankcase ventilation system, engine M278 DEH

The participant knows the overall crankcase ventilation system for engine M278 DEH LA
and can describe it.
Overall crankcase ventilation system for engine M278 DEH LA
Self-study 0 min.
10.5 General purging

The participant knows the overall fuel tank ventilation system for engine M276 DEH LA and
can describe it.
Overall system for the ventilating the fuel tank, engine M276 DEH LA
Self-study 0 min.
10.6 Function sequence for purging

The participant knows the partial and full load purging of engine M276 DEH LA and can
describe it
Function sequence for partial and wide open throttle purging
Self-study 0 min.

Gasoline engines (Wiki) (Trainer) 10
Instruction 0
10.7 Synchronization of fuel injection and firing order, general

The participant knows the synchronization design, function and components and can
describe them
Synchronization design, function and components
Self-study 0 min.
10.8 Camshaft adjustment, general

The participant knows the design and function of the camshaft adjustment and can
describe them.
Design and function of the camshaft adjustment system
Self-study 0 min.
10.9 CAMTRONIC M270/M274

The participant knows the design and function of the Camtronic and can describe them.
Design and function of the Camtronic system for engines M270/M274
Self-study 0 min.
10.10 Ignition system, general information

The participant knows the ignition system design, function and components and can
describe them.
Design, function and components of the ignition system
Self-study 0 min.
10.11 Ignition coil, general

The participant knows the ignition coil design, function and components and can describe
them.
Design, function, and components of the ignition coil
Self-study 0 min.
10.12 Low-pressure fuel system, general

The participant knows the low-pressure fuel system design, function and components and
can describe them.
Design, function and components of low-pressure fuel system
Self-study 0 min.
10.13 High-pressure fuel system, general

The participant knows the high pressure fuel system design, function and components and
can describe them
Structure, function and component parts of the high pressure fuel system
Self-study 0 min.

0 Instruction
10.14 Fuel injector, general

The participant knows the design and function of the injector and can describe them.
Design and function of the injector
Self-study 0 min.
10.15 Mixture control, general

The participant knows the design and function of the mixture control and can describe
them.
Design and function of mixture control
Self-study 0 min.
10.16 Mixture control, operating modes

The participant is familiar with the differences between the operating modes and can
describe them.
Differences between the operating modes
Self-study 0 min.
10.17 Exhaust gas recirculation (stratified charger)

The participant knows the design and function of the exhaust gas recirculation and can
describe them.
Design and function of exhaust gas recirculation system
Self-study 0 min.
10.18 Exhaust system (stratified charger)

The participant knows the design and function of the exhaust system (stratified charger)
and can describe them.
Design and function of the exhaust system (stratified charger)
Self-study 0 min.
10.19 Air ducting of engines

The participant knows the design and function of the air ducting and can describe them.
Design and function of air ducting
Self-study 0 min.
10.20 Exhaust gas turbocharger

The participant knows the design and function of the exhaust gas turbocharger and can
describe them.
Design and function of turbocharger
Self-study 0 min.

Instruction 0
10.21 Boost pressure control

The participant knows the design and function of the boost pressure control and can
describe them.
Design and function of boost pressure control
Self-study 0 min.
10.22 Bypass air regulation

The participant knows the design and function of the bypass air regulation and can
describe them.
Design and function of bypass air regulation
Self-study 0 min.
10.23 Design and function of charge air cooling

The participant knows the design and function of the charge air cooling and can describe
them.
Design and function of charge air cooling
Self-study 0 min.
10.24 Engine cooling system for current gasoline engines

The participant knows the design and function of the engine cooling and can describe
them.
Overall engine cooling system for current engines
Self-study 0 min.

10 Gasoline engines (Wiki) (Participant)

Crankcase ventilation system for engine M270, 1.6 l, general

The M270 engine is ventilated in and out via an oil separator, a partial load and full load ventilation.
The crankcase is ventilated via a line from the air intake pipe. In partial load operation ventila-
tion out proceeds from the oil separator via the bleed valve to the charge air distributor.
In full-load operation ventilation out proceeds from the oil separator to the air intake pipe. In
the wide open throttle vent line, there is a heating element that keeps the crankcase ventilation
line from freezing.
The blow-by gases are removed via the oil separator vent from the oil filler neck to the oil sepa-
rator. The vent line is connected to the oil separator via a duct in the crankcase.
Crankcase ventilation system for engine M270 1.6 l

TT_01.20-014976-FA
1 Engine ventilation line 5 Tank ventilation connection
2 Oil separator 6 Oil separator vent line

Full-load operation vent line heater
3 Bleed valve R39/2
element
Partial load operation crankcase ventila-
4 Purge line Y58/2
tion system valve

Crankcase ventilation system, engine M270 10.1
Crankcase ventilation system for engine M270 2.0 l general

TT_01.00-034524-FA
1 Engine ventilation line 8 Vent line, wide open throttle operation
2 Oil separator 9 Pressure regulating valve
3 Bleed valve 10 Venturi nozzle
4 Purge line B4/4 Purge pressure sensor

Full-load operation vent line heater
5 Tank ventilation connection R39/2
element
6 Vent line, partial load operation Y58/2
tion system valve
7 Oil separator vent line

A new connection between the oil separator and full-load vent line has been implemented.
This connection must be destroyed as follows when broken:
• Cut open rubber lining
• Position screwdriver at the predetermined fracture point
• Break open the sleeve with the screwdriver
TT_01.20-034718-FA
1 Sleeve 3 O-ring
2 Full load vent line

Crankcase ventilation system, M274 10.2

The M274 engine is ventilated in and out via an oil separator, a partial load and wide open
throttle ventilation.
The crankcase is ventilated via a line from the air intake pipe. In partial load operation, ventila-
tion occurs from the oil separator to the charge air distributor via the partial load operation
crankcase ventilation system valve.
In full-load operation ventilation out proceeds from the oil separator to the air intake pipe. In
the wide open throttle vent line, there is a pressure regulating valve in the 2.0 l version that
regulates the crankcase ventilation system.
The blow-by gases are removed via the oil separator vent line from the cylinder head cover (oil
separator) to the oil separator (crankcase). The vent line is connected to the oil separator
(crankcase) via a duct in the crankcase.

TT_01.20-034721-FA
1 Engine ventilation line 6 Vent line, partial load operation
2 Oil separator (crankcase) 7 Oil separator vent line
3 Bleed valve 8 Oil separator (cylinder head cover)
4 Purge line 9 Vent line, wide open throttle operation

5 Tank ventilation connection Y58/2
tion system valve


TT_01.00-034525-FA
1 Engine ventilation line 8 Oil separator (cylinder head cover)
2 Oil separator (crankcase) 9 Vent line, wide open throttle operation
3 Bleed valve 10 Pressure regulating valve
4 Purge line (wide open throttle) 11 Purge line (partial load)
5 Tank ventilation connection 12 Venturi nozzle
6 Vent line, partial load operation B4/4 Purge pressure sensor

7 Oil separator vent line Y58/2
tion system valve

Crankcase ventilation system, engine M276 DEH/DEH LA 10.3

An air admission line with a restrictor and check valve was integrated between the air filter and
left cylinder head for ventilating the crankcase.
Ventilation system has only one oil separator, unlike the M272 predecessor engine. The centri-
fuge at the right rear cylinder head was carried over.
In all load operations, ventilation occurs via the pressure regulating valve by way of the centri-
fuge. For this purpose, a vent line is routed from the pressure regulating valve to the intake
manifold downstream of the throttle valve actuator.
The crankcase is ventilated by the air admission line between the clean air line (upstream of the
throttle valve actuator) and the right cylinder head cover.
Crankcase ventilation system, M276 DEH

TT_01.00-034526-FA
1 Centrifuge 5 Air admission line
2 Pressure regulating valve 6 Check valve
3 Bleed line 7 Charge air pipe
4 Throttle valve actuator

Crankcase ventilation system for engine M276 DEH LA, general

The crankcase ventilation system of engine M276 DEH LA has two oil separators, an extremely fine
separator (impactor) in the inner V of the engine, and a centrifuge at the right rear cylinder head.
In all load operations, ventilation occurs by way of the centrifuge. The blow-by gases are trans-
ported to the extremely fine separator via two lines. From here, the gases are led either to the
charge air distributor downstream of the throttle valve or to the introduction point upstream of
the right turbocharger.
Crankcase ventilation system M276 DEH LA

TT_01.20-034018-FA
1 Partial load ventilation 71 Check valve
2 Full load ventilation 110/2 Right turbocharger
3 Centrifuge M16/6 Throttle valve actuator
4 Extremely fine separator
Extremely fine separator

The oil separator is located in the inner V of the engine beneath the charge-air distribution line.
It consists of four chambers in total and is a further development of the well-known volume
separator. Two chambers are responsible for partial load and wide open throttle ventilation in
each case.
• Partial load ventilation
− The partial load ventilation is accommodated in the upper part of the housing, which
has a connection to the lower part via a valve (return of separated oil)

Crankcase ventilation system, engine M276 DEH/DEH LA 10.3
• Full load ventilation

− The full load ventilation is located in the lower part of the housing with connection to
the crankcase.
In the connection to the crankcase, there is also a valve which returns the oil to the
engine in partial-load operation.
Volume separator M276 DEH LA

TT_01.20-034020-FA
1 Partial load ventilation
2 Full load ventilation
Partial load ventilation

In partial-load operation, the blow-by gases from the crankcase are made to rotate by the cen-
trifuge. During this process, the oil components separate and drip back into the crankcase.
The pre-cleaned air then flows, via a pipe, into the upper part of the volume separator, where it
is cleaned a second time. Now it can be used for combustion. This takes place via a check
valve, which is located at the introduction point on the charge air distributor. The separated oil
in the volume separator is led from the upper chamber to the lower chamber via a valve.
Full load ventilation

Even at full-load ventilation, the blow-by gases from the crankcase are set in rotation via the
centrifuge and separated.
The pre-cleaned air then flows, via a thicker pipe, into the upper part of the volume separator,
where it is cleaned a second time. The air from the separator now reaches the intake side of
the right turbocharger via a thicker line. The separated oil of the upper and lower chambers is
returned to the crankcase via a valve.


Engine M278 is ventilated in and out via two oil separators, an impactor at the left front cylin-
der head cover, and a centrifuge at the right rear cylinder head. The impactor is a further deve-
lopment of the volume separator for the M273 engine, and the centrifuge was taken over.
In partial load operation, ventilation occurs from the centrifuge via the pressure regulating valve
and check valve as well as the partial-load branch to the charge air distributor. The crankcase is
ventilated via the line between the left air filter and the impactor.
In wide open throttle operation, ventilation occurs from the centrifuge via the pressure regula-
ting valve and check valve to the right air filter upstream of the turbocharger. Ventilation also
occurs through the line between the left air filter and oil separator to the left air filter unit up-
stream of the turbocharger.
Crankcase ventilation system, engine M278 DEH

TT_01.20-034723-FA
1 Crankcase 10 Charge air cooler
2 Right cylinder head 11 Right turbocharger
3 Left cylinder head 12 Left turbocharger
4 Right air filter 13 Oil separator
5 Left air filter A Air admission
6 Centrifuge B Ventilation
7 Pressure regulating valve C Ventilation, partial-load branch
8 Check valve M16/6 Throttle valve actuator
9 Charge-air distributor

General purging 10.5

Legislation stipulates that no fuel vapors are allowed to escape into the atmosphere when ven-
tilating the fuel tank. The fuel vapors are therefore stored in the activated charcoal canister, ex-
tracted after a certain quantity has been reached in the activated charcoal canister, and then
led to the internal combustion engine.
TT_47.30-034009-FA
The bleeding of the fuel tank occurs via the ventilation and bleed valves in the fuel tank, the as-
sociated lines and the activated charcoal canister.
When this takes place, the fuel vapors flow to the activated charcoal canister, where they are
stored and then extracted into the charge-air distributors when purging is enabled. When the
engine is running, the fuel vapors stored in the activated charcoal canister are drawn off
through the purge control valve and combusted in the engine.
To control the amount of purging, the switchover valve for purging is controlled by the control
unit ME on the ground side by a current signal between 0 and 500 mA.

Electrical function schematic for purge control

TT_07.70-034065-FA
B4/4 Purge pressure sensor Y58/1 Purge control valve
B11/4 Coolant temperature sensor 1 Lambda sensor element, signal
B17/8 Charge air temperature sensor 2 Engine load, signal

Pressure sensor downstream of throttle
B28/7 3 Coolant temperature sensor, signal
valve
B70 Crankshaft Hall sensor 4 Charge air temperature sensor, signal
Left lambda sensor element upstream of
G3/3b1 5 Purging switchover valve, actuation
catalytic converter
Right lambda sensor element upstream
G3/4b1 6 Engine speed signal
of catalytic converter
N3/10 ME control unit 7 Circuit 87, status
Front SAM control unit with fuse and
N10/1 8 Purging pressure sensor, signal
relay module
N10/1kN Engine circuit 87 relay

General purging 10.5
The ME-SFI [ME] control unit (N3/10) reads in the following sensors for giving the go-ahead for
purging:
• Purging pressure sensor (B4/4)
• Coolant temperature sensor (B11/4)
• Charge air temperature sensor (B17/8)
• Pressure sensor downstream of throttle valve (B28/7), engine load
• Crankshaft Hall sensor (B70), engine speed
• LH and RH oxygen sensors upstream of catalytic converter
Idle speed control

The idle speed control prevents the purging from causing a change in rpm when the engine
is at idle. The fuel-air mixture is leaned out according to the amount of fuel vapor in the
activated charcoal canister.

Function sequence for partial load purging

During partial load operation, the fuel vapors stored in the activated charcoal canister are extracted
by the existing vacuum via the purging switchover valve, the partial load operation check valve (71)
and the partial load vent line (2) behind the throttle valve and burnt in the engine.
TT_47.30-034007-FA
1 From the activated charcoal canister 74 Venturi nozzle
2 Partial load vent line 110/1 Left turbocharger
3 Full load vent line 120 Charge air cooler
58 Dashpot B4/4 Purge pressure sensor
71 Partial load operation check valve M16/6 Throttle valve
71/2 Wide open throttle operation check valve Y58/1 Purge control valve
Because exhaust-gas turbocharging is used with engine M276 DEH LA during full-load opera-
tion, there is overpressure downstream of the throttle valve that prevents fuel vapors from be-
ing suctioned off via the partial load bleed line. The partial load operation check valve (71) pre-
vents pressure buildup in the direction of the activated charcoal canister. This means that the
activated charcoal canister cannot be properly purged during continuous load operation of the
engine. This requirement is fulfilled with wide open throttle purging.

Function sequence for purging 10.6
Function sequence for wide open throttle purging

During wide open throttle operation, the fuel vapors are extracted via the wide open throttle
operation check valve (71/2) and the wide open throttle vent line (2). The vacuum that is re-
quired to do this is produced using a venturi (74). In order to do this, part of the charge air is
removed from the charge air cooler (120) and led past the venturi nozzle (74). The air that has
been enriched with fuel vapors is introduced via the full load bleed line upstream of the exhaust
gas turbocharger (110/1) and taken for combustion.
TT_00.00-034201-FA
1 Partial load vent line B4/3 Fuel tank pressure sensor (USA version)
2 Full load vent line B4/4 Purge pressure sensor
71 Partial load operation check valve M16/6 Throttle valve
71/2 Wide open throttle operation check valve Y58/1 Purge control valve
Activated charcoal canister shutoff valve
74 Venturi nozzle Y58/4
(USA version)
75 Fuel tank A Fresh air
77 Activated charcoal canister B Boost pressure
110/1 Left turbocharger C Exhaust gas
120 Charge air cooler D Fuel vapors
121 Left air filter

Wide open throttle purging diagnosis

To check whether the wide open throttle purging can be enabled, the purging switchover valve is
opened abruptly three times. Pressure peaks of > 120 mbar must occur when this takes place. The
purging pressure sensor records the existing pressure ratios in the wide open throttle vent line and
gives a signal to the ME-SFI [ME] control unit.

The synchronization of the injection and firing order is processed by the ME (N3/10) control
unit in order to actuate the ignition coils (T1) and fuel injectors (Y76).
Synchronization is also required for knock control and for fuel shutoff at individual cylinders.
The ME-SFI [ME] control unit synchronizes the injection and firing order based on information
from the following sensors:
• Intake camshaft Hall sensors, left and right
− Position of the intake camshafts
• Exhaust camshaft Hall sensors, left and right
− Position of the exhaust camshafts
• Crankshaft Hall sensor
− Engine speed and crankshaft position

Synchronization of fuel injection and firing order, general 10.7
Synchronization function schematic shown on engine M276 DEH LA

TT_07.00-034178-FA
B6/4 Left intake camshaft Hall sensor N3/10 ME control unit
B6/5 Right intake camshaft Hall sensor R4 Spark plug

T1/1 to
B6/6 Left exhaust camshaft Hall sensor Cylinders 1 to 6 ignition coil
T1/6
Y76/1
B6/7 Right exhaust camshaft Hall sensor to Fuel injector, cylinders 1 to 6
Y76/6
B70 Crankshaft Hall sensor

Function sequence for synchronization

When starting the engine, the injection sequence is determined by the voltage signals of the
crankshaft Hall sensor and the intake or exhaust camshaft Hall sensors in accordance with the
firing order. To do this the ignition TDC (Top Dead Center) of cylinder 1 must be recognized.
Sensor rotor (perforated plate)

TT_03.30-034182-FA
1 Sensor rotor (perforated plate) B70 Crankshaft Hall sensor
2 Gap between two missing bridges
A voltage signal (AC voltage) is generated by the bridges on the sensor rotor (perforated plate) in
the crankshaft Hall sensor when the crankshaft is rotating. Each bridge generates a voltage signal.
The gap created by two missing bridges prevents any voltage signal from being generated.
The ME-SFI [ME] control unit detects the TDC position of cylinders 1 and 6 from the second
negative signal edge after the gap in the signal from the crankshaft Hall sensor.
If a signal from an intake camshaft Hall sensor is 0 V (low) at this point in time, the ME-SFI con-
trol unit processes this to detect the ignition TDC of cylinder 1.
At the same time, the short-circuit-proof engine speed signal is still generated from the signal of the
Hall sensor crankshaft from the control unit ME and output via the drive CAN (CAN C1).
The engine speed signal is a square wave signal with a constant duty cycle of 6 pulses per motor
revolution.

Synchronization of fuel injection and firing order, general 10.7
Sensor rotor (magnetic rotor), engine M270

The new sensor rotor comprises a metal support on which a rubber track filled with ferrite par-
ticles is vulcanized in radial form. The calibration of the segments required for recording the ro-
tational speed and rotation angle is performed with a magnetized tool.
Sensor rotor (magnetic rotor), engine M270

TT_00.00-015068-FA
Magnetically calibrated rotor
TT_07.00-015093-FA
The sensor rotor must never come in the vicinity of a magnet, otherwise a magnetic seg-
ment could be deleted, causing defective engine running. Cleanliness is also important,
since metal shavings and mechanical damage can also cause functional impairment.

Function sequence for run-down recognition

When the engine is switched off, a run-down automatically starts, which also evaluates a back-
ward rotation of the engine shortly before standstill.
During the processor run-on from the ME-SFI control unit, the detected rest position of the
crankshaft is saved in ° CKA and used for the next engine start. If the run-down recognition
does not lead to a result or if the engine was rotated while switched off, the injection and firing
order are synchronized during the next engine start.
Failure of sensors
• Crankshaft Hall sensor
− If the voltage signal from the crankshaft Hall sensor fails, the voltage signals from
the left and right intake camshaft Hall sensors or the left and right exhaust cam-
shaft Hall sensors are used as a substitute (for limp-home mode).
• Camshaft Hall sensor
− If the voltage signal from a camshaft Hall sensor is missing, the voltage signal from
another camshaft Hall sensor is used as a substitute in a certain order for detecting
the ignition TDC of cylinder 1. If a voltage signal from a camshaft Hall sensor is not
available at all, injection and ignition take place after 360° CKA (crankshaft angle)
in order to initiate an emergency engine start.

The camshaft adjustment system is a system for changing the valve timing during engine opera-
tion. Adjusting the valve opening times allows the engine efficiency to be increased depending on
the respective load characteristics. This increase improves the power and torque as well as saving
fuel. With camshaft adjustment, all four camshafts can be incrementally adjusted up to 40° CKA.
In this way, the valve overlap can be varied over a wide range when charge changes occur.
Valve overlap is the area in which the intake valve is already open and the exhaust valve is still open.

Camshaft adjustment, general 10.8
Illustration of the principle of camshaft adjustment

TT_05.20-034144-FA
Exhaust closes 25° before TDC (start

A Direction of rotation of the engine 1a
position)
Exhaust closes 15° after TDC (max.
B Valve lift measuring point at 2 mm 1b
adjustment)
Intake opens 36° after TDC (start
C1 Exhaust camshaft adjustment range 2a
position)
Intake opens 4° before TDC (max.
C2 Intake camshaft adjustment range 2B
adjustment)
Adjustment range
Interlocked start position in ° crank angle:
• Intake camshaft +36° (after TDC)
• Exhaust camshaft -25° (before TDC)
Adjustment range of camshafts in ° crank angle:
• Intake opens at 4° CKA before TDC to 36° CKA after TDC
• Exhaust closes at 25° CKA before TDC to 15° CKA after TDC

For starting purposes, the camshafts are held in a fixed position by catch bolts. This start position is
unlocked hydraulically at the first actuation of the intake and exhaust camshaft solenoids.
Camshaft adjustment function sequence (electrical)

The ME-SFI [ME] control unit records the input signals and actuates the camshaft solenoids
with a pulse width modulated signal (PWM signal) depending on its characteristics map.
Function sequence for camshaft adjustment

P_07.10-002009-FA
Hot film mass air flow sensor (M276 DES

B2/5 B70 Crankshaft Hall sensor (engine speed)
only)
Intake camshaft Hall sensor, left (cam-
B6/4 N3/10 ME control unit
shaft position)
Intake camshaft Hall sensor, right (cam-
B6/5 Y49/4 Intake camshaft solenoid, left (actuation)
shaft position)
Exhaust camshaft Hall sensor, left (cam- Intake camshaft solenoid, right (actua-
B6/6 Y49/5
shaft position) tion)
Exhaust camshaft Hall sensor, right (cam- Exhaust camshaft solenoid, left (actua-
B6/7 Y49/6
shaft position) tion)
Coolant temperature sensor (coolant Exhaust camshaft solenoid, right (actua-
B11/4 Y49/7
temperature) tion)
B28/7
valve actuator (engine load)
The engine oil temperature is also determined by the ME-SFI [ME] control unit using various op-
erating data (e.g. coolant temperature, time, engine load) using a temperature model. This in-
formation is required to enable camshaft adjustment.

Camshaft adjustment, general 10.8
Adjustment enabling
Enabling of camshaft adjustment by the ME-SFI control unit depends on the engine speed and
engine oil temperature.
The enabling of the load and rpm-dependent camshaft adjustment takes place at:
• At 80°C engine oil temperature from approx. 600 rpm
• at 120°C engine oil temperature (intake side) from about 800 rpm
• at 120°C engine oil temperature (exhaust side) from approx. 1050 rpm
Compared with the intake camshafts, the adjustment of the exhaust camshafts is enabled only
at a higher rpm. This ensures that the exhaust camshaft reaches the locking position against
the reaction torque of the camshaft that occurs later, even at a low oil pressure level.
Assistance is provided by a return spring in each vane-cell adjuster.
If all four camshafts are being adjusted, adjustment of the exhaust camshafts is delayed (later).
Oil supply problems are therefore prevented and reliable operation of the locking mechanism is
guaranteed.
Function sequence for adjustments

The oil supply of the camshaft positioners is integrated in the camshafts. When the solenoid is
actuated, the pressure oil flows to the camshaft adjusters via the control plunger.
Depending on the actuation, the control plunger is operated more or less. Depending on this
position, more or less oil gets into the adjuster and the vane adjuster, which is sealed from the
housing by strips. The vane pistons that are attached to the camshafts in the vane-cell adjust-
ers are therefore twisted in the direction of mechanical limitation by the pressure oil.
If the solenoid is no longer actuated, resetting takes place via a spring.
The camshaft positions are recorded by the intake and exhaust camshaft Hall sensors and sent
to the ME-SFI [ME] control unit. The positions are recorded through identification of positions of
the pulse wheels that are located in the front on the camshafts.

Intake camshaft vane-cell adjuster

TT_07.10-034145-FA
1 Control valve 2/3 Compression spring
1/1 Valve body 2/4 Vane piston
1/2 Control plunger 2/5 Drive gear
1/3 Return spring 2/6 Cap
2 Vane-cell adjuster 3 Intake camshaft
2/1 Catch bolt Y49/4 Intake camshaft solenoid, left
2/2 Seal strips with leaf springs Y49/5 Intake camshaft solenoid, right

CAMTRONIC M270/M274 10.9
Diagnosis
During diagnosis of the camshaft adjustment system, a check is performed to see whether
the camshafts are in the start position and whether the requested adjustment is achieved
after a short delay. Output stage faults of the camshaft solenoids (in the ME-SFI [ME] con-
trol unit) and defective camshaft Hall sensors are also detected.
CAMTRONIC as shown on the M270

TT_05.00-021028-FA
1 Camshaft positioner 3 Double cams with different cams

Intake camshaft consisting of two mova-
2 4 Central actuator for moving the cam units
ble cam units on a full-length carrier shaft
The M270 DEH16 LA engine is equipped with the CAMTRONIC valve lift adjustment. The
CAMTRONIC valve lift adjustment represents a consumption-saving technology that can be de-
ployed around the world and is capable of reducing fuel consumption and CO2 emissions by
3 to 5 %. In addition to lower levels of friction loss on the small cam with a maximum valve lift
of 3.8 mm, the main benefit is a reduction in gas cycle losses. The early intake close leads to an
almost throttle-free operation cycle across a relatively large characteristics map. In the pro-
cess, the load is regulated exclusively by the continuously operating camshaft adjusters. The
so-called “early intake close” with small intake cam was established as an operating strategy.

The system comprises a carrier shaft with cam pieces which can be shifted axially, as well as an
electromagnetically actuated lift solenoid with two tappets which enable a forward and back-
ward movement. A sensor element monitors the positions of the tappets. The cam pieces are
displaced by a tappet entering the curved path of the cam piece. The shape of the curved track
causes a lateral force to be exerted on the cam piece so that the cam piece is moved axially.
The second plunger of the lift solenoid is responsible for the backward movement. The plungers
are engaged only during the respective adjustment operation. An elevation in the curved track
causes the tappet to return to its default position. The cam piece is set to its basic position me-
chanically by the shape of the curved track. The mechanical stroke changeover works up to an
engine speed of 4000 rpm.
CAMTRONIC lift positions

TT_00.00-031611-FA
Actuator pin makes contact with the con- Camshaft bush 2 is moved (small valve
1 4
tact segment lift)
Actuator pin engages in the shift gate
2 5 Actuator pin is pushed out
(large valve lift)
3 Camshaft bush 1 is moved

Ignition system, general information 10.10

The current gasoline engines are equipped with one ignition coil (single coil) per cylinder, which
is located directly above the respective spark plug. The ignition coils with integrated ignition
output stage are actuated separately via a control line from the engine electronics control unit
(N3/10). In addition, diagnosis information from the ignition output stages can be passed on to
the engine electronics control unit (N3/10) via this control line.
Shown on engine M274

TT_00.00-029169-FA
Ignition system function sequence

At the firing point, the ME-SFI [ME] control unit interrupts the primary circuit (circuit 1) at the
ground end on the respective ignition coil. The ignition voltage flows from the ignition coil to the
spark plug and causes arcing in the air gap between the central electrode and ground elec-
trode. Determination of the ignition angle takes place depending on a characteristics map ac-
cording to the input signals of the ME-SFI [ME] control unit.

Electrical function schematic for the ignition system
Electrical function schematic of ignition system shown on M276 DEH LA

TT_15.10-034057-FA
Intake manifold intake air temperature

1 B2/5 Hot film mass air flow sensor
sensor, signal
2 Engine load, signal B2/5b1 Intake air temperature sensor
3 Ignition coils, actuation B28/7
valve
4 Camshaft Hall sensor, signal B6/4 Left intake camshaft Hall sensor
5 Knock sensor, signal B6/5 Right intake camshaft Hall sensor
6 Intake air temperature sensor, signal B6/6 Left exhaust camshaft Hall sensor
7 Engine speed signal B6/7 Right exhaust camshaft Hall sensor
8 Crankshaft Hall sensor, signal B70 Crankshaft Hall sensor

Front SAM control unit with fuse and
9 Coolant temperature sensor, signal N10/1
relay module
12 Circuit 87, status N10/1kN Engine circuit 87 relay
A16/1 Right knock sensor N3/10 ME control unit
A16/2 Left knock sensor R4 Spark plugs
B11/4 Coolant temperature sensor T1/1 to 6 Cylinders 1 to 6 ignition coil

Valid for gasoline engine with stratified
B17 Intake air temperature sensor U1020
operation
Intake manifold intake air temperature Not valid for gasoline engine with strati-
B17/1 U1021
sensor fied operation

Ignition system, general information 10.10
Diagnosis of the ignition system

A multi-piece secondary adapter set is now available for recording the secondary voltage with
the HMS 990. In the M270, M274, M276 and M278 motors, this replaces the secondary vol-
tage measurement with a test plate.
The secondary adapter set can be ordered under object number HSD 000 000 00 94 from the
LC/GLC or from the TechInfo-Shop under number 6511 1737 99.
• www.techinfo-shop.de
− (Germany)
• www.techinfo-shop.com
− (International)
More information can be found in the Service Information: SI15.10-P-0003A
Secondary adapter set

TT_00.00-029170-FA


Each ignition coil of the engine has an electrical connector with four connections. The ME-SFI
[ME] control unit actuates each coil via a separate control line. The output stages for interrup-
ting the primary circuit are located in the ignition coils. In addition, diagnosis information for
the ignition output stage is transmitted via this control line to the ME-SFI [ME] control unit.
Actuation is bi-directional, i.e. the ignition coil is actuated via pin 4 and a signal is also returned
to the control unit.
P_15.10-002400-FA
Pin 1 Vehicle ground Pin 4 Actuation (circuit 1)
Pin 2 Engine ground A 4-pin plug connection

Supply voltage (12 V) of circuit 87 M1 High-voltage terminal (with integrated
Pin 3 B
and M3 spark plug connector)
Diagnosis
A diode is installed to suppress a further ignition spark when the primary current is
switched on.
Due to the diode, the resistance in the secondary coil is not measurable. For the diagnosis,
the primary current is measured via pin 3 of the ignition coil.

Ignition coil, general 10.11
Operating modes of the ignition system

The ignition coils can be actuated in two operating modes:
• Single-spark ignition
• Multi-spark ignition
Single-spark ignition
In this operating mode, the ignition coil is charged and discharged once per ignition sequence,
thereby generating an ignition voltage that is sent to the spark plug. This operating mode is
used with a warmed-up engine.
In contrast to single-spark mode, several sparks are used in multi-spark mode. This is not a
series of single sparks occurring one after the other but instead the ignition coil is recharged
in-between in order to again provide sufficient energy for sparks.
A multi-spark ignition begins like a single spark ignition. The ignition coil is originally charged up
to a desired target primary current. At the firing point the charging current is switched off, pro-
ducing the ignition spark. The ignition coil is not fully discharged in the multi-spark mode, but
intermediately recharged in order to provide enough energy for the sparks again. This multi-
spark ignition results in a significantly longer spark burning time, during which the mixture can
be optimally burned.
This operating mode is used by the engines during the cold start and warm-up phase.
Ignition coil function sequence

The ME-SFI [ME] control unit gives the signal for the dwell time of the particular operating point
to the ignition coil via the actuation line (circuit 4). The respective ignition coil interrupts the
primary circuit via an integrated igniter following the dwell time.
The primary current flow is interrupted at the firing point. The abrupt collapse of the magnetic
field in the primary coil induces (generates) the ignition voltage in the secondary coil.

The ignition coil is not fully discharged with multi-spark ignition.
The flowing secondary current, directly dependent on the charge level of the ignition coil, is
measured in the ignition coil. If the current falls below the secondary current threshold, the coil
electronics switches the ignition output stages to be conductive again, so that the charging cur-
rent flows again. The level of the primary current is also monitored.
When the primary current threshold is reached, the ignition output stage closes the primary cir-
cuit and high voltage is generated. The result is an additional ignition spark. According to this
scheme, the following ignition sparks are also generated (spark band).
Ideal primary and secondary current flow of multi-spark ignition

P_15.10-002390-FA
A Dwell time E Firing point
B Spark duration I1 Primary charging current
C Recharging threshold I2 Secondary charging current
D Discharging threshold V Operating voltage

Low-pressure fuel system, general 10.12

The low-pressure fuel system provides a sufficient quantity of filtered fuel from the fuel tank
with sufficient pressure to the high-pressure fuel pump under all operating conditions.
Fuel tank BR212

TT_47.10-034091-FA
45 Filler neck 75A Left suction jet pump
55 Fuel feed module 77 Activated charcoal canister
55/2A Fuel filter A Fuel feed to the fuel filter
55/2b Overflow valve B Fuel return from overflow valve
75 Fuel tank C Fuel to high-pressure fuel pump

Function sequence for low-pressure fuel circuit

When actuated, the fuel pump draws in the fuel from the fuel delivery module and pumps it
through the fuel filter to the high-pressure fuel pump (single-line system, without return line).
An overflow valve in the fuel filter opens at a pressure of approx. 7 bar to approx. 9 bar. Before
the fuel filter, fuel is removed via a T-piece to drive the suction jet pump at 20 to 40 l/h. This suc-
tion jet pump delivers the fuel from the left fuel tank chamber into the fuel delivery module (in the
right fuel tank chamber) and thus prevents the tank from being emptied on only one side.
There is a check valve in the feed of the fuel filter that prevents the fuel pressure from dropping
(to less than 4.5 bar) when the fuel pump is switched off.
Fuel pump actuation

The fuel supply is regulated based on need by the ME-SFI [ME] control unit and the fuel system
control unit.
Illustration of the principle of actuating the fuel pump

TT_07.70-034075-FA
1 Fuel pump ON signal M3 Fuel pump
2 Fuel pressure signal N3/10 ME control unit

Three phase-shifted alternating voltage
3 N118 Fuel pump control unit
signals
B4/7 Fuel pressure sensor CAN C1 Drive CAN
B4/25 Fuel pressure and temperature sensor

Low-pressure fuel system, general 10.12
The fuel pump is switched on when the fuel system control unit receives the “fuel pump ON”
signal from the ME-SFI [ME] control unit. The ME-SFI [ME] control unit (N3/10) transmits this
information as a ground signal via a direct line (1) and redundantly as a CAN signal via the drive
CAN (CAN C1) to the fuel system control unit.
The fuel system control unit also receives the “Specified fuel pressure” CAN signal from the
ME-SFI [ME] control unit.
The fuel system control unit records the current fuel pressure by means of a voltage signal (2)
from the fuel pressure sensor (B4/7) and transmits this information via the drive CAN to the
To control the fuel pump, the ME-SFI [ME] control unit evaluates the fuel pressure and the re-
quired load and transmits the CAN signal “Specified fuel pressure” to the fuel system control
unit.
The fuel system control unit evaluates the current fuel pressure, compares it against the speci-
fied fuel pressure and actuates the fuel pump accordingly with three phase-shifted A/C voltage
signals so that the actual value for the fuel pressure matches the specified value.
The fuel pump pressure is controlled to between approx. 4.5 and a maximum of 6.7 bar de-
pending on the fuel temperature and the engine speed.


The high fuel pressure that is required for spray-guided direct injection is generated in the high-
pressure fuel system, regulated, and the pressure is stored in the rails.
The ME-SFI [ME] control unit reads in the signals of the fuel pressure and temperature sensor in
order to regulate the fuel high pressure.
The fuel from the fuel tank flows from the low-pressure fuel distributor to the high-pressure
pump. This compresses the fuel to 200 bar (depending on the operating condition) and leads it
via the high-pressure line and the rails to the fuel injectors.
The fuel injectors of each cylinder bank are supplied with fuel directly from the respective rail.
There is no return at the rails.
High-pressure fuel system

P_07.70-002203-FA
18 Low pressure fuel distributor 21 Leak fuel line
18/1 Fuel feed (low pressure) B4/25 Fuel pressure and temperature sensor
Y76/1
18/2 Test connection with service connection Fuel injector, cylinders 1 to 6
to 6
19 Fuel high-pressure pump Y94 Quantity control valve
20A Left rail A Low fuel pressure
20b Right rail B High fuel pressure

High-pressure fuel system, general 10.13
High-pressure pump drive, general

The high-pressure supply of the M270 and the M274 is provided by a high-pressure pump
which is located at the rear of the cylinder head.
The pump is driven by a drive cam (fourfold cam) that is located on the intake camshaft.
High-pressure pump drive, engine M274

TT_00.00-034731-FA
The high-pressure supply of the M276 is provided by a high-pressure pump which is located at
the right rear cylinder head.
The pump is driven by a drive cam (fourfold cam) that is located on the right intake camshaft.

High-pressure pump drive, engine M276 DEH LA

TT_00.00-034073-FA
The high-pressure supply of the M278 is provided by two high-pressure pumps that are located at
the right rear cylinder head.
The pumps are driven by a drive cam (fourfold cams) that is located at the right intake camshaft.
High-pressure pump drive, engine M278 DEH LA

TT_05.00-024625-FA
The high-pressure pumps are lubricated and cooled by the fuel alone. This ensures that no other
lubricant can get into the high-pressure system.

Function sequence for high pressure control
High-pressure pump
TT_00.00-029186-FA
1 Quantity control valve 7 Pressure limiting valve
2 Solenoid 8 Low pressure pulsation damper
3 Float needle 9 O-ring
4 Piston 10 Low pressure connection fitting
5 High pressure exhaust valve A Area with high pressure
6 High pressure connection fitting B Area with low pressure
At the high-pressure pump there is a quantity control valve that regulates the quantity of fuel
that is supplied to the pump element depending on the specified fuel pressure.
The fuel pressure and temperature sensor measure the current fuel high pressure (rail pres-
sure) and the fuel temperature in the right rail and transmits this information to the ME-SFI con-
trol unit. The ME-SFI control unit calculates the operating pressure from this information. This
can vary between 100 and 200 bar depending on the load and the rpm.
If the vehicle is stationary (idling) and the selector lever position is "N" or "P", the pressure is
lowered to 100 bar to reduce the noise emissions of the high-pressure pumps.
If the vehicle is parked when the engine is hot, the fuel pressure can rise to 270 bar in the high-
pressure fuel circuit. If this threshold is reached, a valve in the high pressure pump opens and
pressure is reduced.
The minimum fuel pressure at idle is 100 bar; when the engine load increases, the fuel pressure
also rises up to a maximum of 200 bar.
To regulate the rail pressure, the quantity control valve is actuated with a pulse width modula-
ted signal from the engine control unit until the specified pressure stabilizes in the rail.

A distinction is made between the following operating conditions:

• Starting
− The quantity control valve is energized to the maximum and closed, therefore provi-
ding full delivery of the high-pressure pump and rapid pressure buildup.
− The low pressure (fuel pump pressure) is 4.5 to 6.7 bar.
• Normal mode
− The quantity control valve regulates the fuel pressure in the rail via the duty cycle.
− The low pressure (fuel pump pressure) is regulated between 4.5 and 6.7 bar (abso-
lute) depending on the engine rpm and the fuel temperature.
• Low-pressure limp-home mode
− The quantity control valve is de-energized and therefore open.
− The low pressure (fuel pump pressure) is 4.5 to 6.7 bar. Fuel flows through the open
quantity control valve into the rail.
− Actuation of the fuel injectors is extended.
− The output is reduced to a max. speed of approx. 70 km/h.
• Stopping
− The quantity control valve is de-energized and open.
− The fuel pump is not actuated.

Rail pressure regulation

The illustration of the principle shows the function of the pump or the sequence of a work
process in four stages, from the start of the suction stroke to the end of the delivery stroke.
TT_07.00-024621-FA
Piston travel IMSV Current flow
UMSV Voltage curve
Intake stroke
During the suction stroke, the piston of the high-pressure pump moves from upwards to down-
wards, and the quantity control valve is not energized and therefore open. The check valve in
the high pressure output is closed. Fuel from the low-pressure system can flow into the com-
pression chamber.
Delivery stroke, phase 1

If the piston goes upwards again, the fuel flows back into the low-pressure system for as long
as the quantity control valve remains open.

If the solenoid is now energized during the upwards movement of the piston, this closes the
quantity control valve and the fuel in the compression chamber is pressurized immediately.


If the pressure in the compression chamber exceeds the pressure in the high-pressure system,
the check valve to the outlet is opened and the compressed fuel flows to the rail
Summary of rail pressure regulation

The quantity control valve is electrically actuated in the same cycle in which linear travel of the
delivery piston takes place, i.e. synchronized with the camshaft.
The fuel quantity which is pumped into the high-pressure element is regulated via:
• the point in time when the quantity control valve is closed during the linear travel of the
pump piston
− If the quantity control valve closes early, a lot of fuel is pumped into the high-
pressure element
− If the quantity control valve closes late, only a little fuel is pumped into the high-
pressure element
− if the quantity control valve does not close (de-energized), the system is in zero
delivery
XENTRY Diagnosis
In XENTRY Diagnosis, the actual value of the quantity control valve (activation) is displayed
in crankshaft degrees.
Meaning of the crankshaft degree:

• A large quantity control valve actuation value in crankshaft degrees
− means high output (high pressure)
• Small quantity control valve actuation value in crankshaft degrees
− means low output (low pressure)
Control current actuation

To attract the armature:
• the full control current is used in both full delivery and closed-loop operation
− This is required to ensure that the quantity control valve closes quickly.
To stop the armature:
• The control current is pulsed
− this saves energy, the solenoid does not heat up as much and the armature is pre-
vented from magnetizing and “sticking”.

Fuel injector, general 10.14
High pressure fuel lines

The high-pressure components are joined by stainless steel high pressure fuel lines.
• The surrounding area must be thoroughly cleaned before opening the line.
• To prevent dirt from entering the fuel system, all opened connection fittings must be
closed off using the replacement stop plug set: W129 589 00 91 00.
• The fuel high-pressure lines can be re-used where applicable
− After checking the sealing cone
− An appropriate test specification can be found in the WIS under
AR07.03-P-1010-03MM.

The fuel injectors in the center of the combustion chamber inject a calculated quantity of finely
atomized fuel into the combustion chamber of the respective cylinder at a certain point in time.
They can perform up to five extremely precise injections per cycle.
Fuel injector
TT_07.03-034110-FA
1 Teflon ring 5 O-ring (leakage line)
2 Valve group 6 Fuel feed (high pressure)
3 Piezo actuator module 7 Electrical connection
4 Coupler Y76 Fuel injector

Function sequence for the injector

The control unit generates the operating voltage of 125 to 160 V for the fuel injectors. The fuel
injectors are actuated with a ground signal.
In the fuel injector, a coupler module ensures that the nozzle module and the piezo actuator
module have zero clearance in the longitudinal direction. If the actuator module is actuated by
the ME-SFI [ME] control unit, the stacked piezo crystals expand immediately.
The top end of the actuator module is supported on the coupler module, the nozzle needle
opens, and fuel is injected into the cylinder. The nozzle, which opens towards the outside,
forms a stable hollow conical jet that remains stable under all operating conditions, even at
high fuel pressure. The stroke of the nozzle needle is approx. 35 µm when this takes place.
The piezo-actuator module represents a capacitive load for the control unit. When opened, a
current of approx. 8 A is flowing for few microseconds. The engine control unit reverses the po-
larity for opening and closing.
The fuel injectors have no fuel return. The fuel feed on the high-pressure side is sealed by an
O-ring (3) at the rail. Another O-ring (7) at the fuel injector seals the leakage line. The fuel in-
jector is sealed towards the cylinder head (combustion chamber) via a Teflon ring.
P_07.03-002283-FA
1 High-pressure channel 6 Snap ring
2 Support ring 7 Leakage sealing ring
3 Sealing ring (high pressure) 8 Hold-down tool
4 Leakage channel Y76 Fuel injector
5 Slotted plastic support ring

Mixture control, general 10.15
Injector sealing package

The sealing package may only be used once. If an injector is removed from the rail, the
sealing package in the rail must be replaced.
An appropriate test specification can be found in the WIS under AR07.03-P-0004-02MM.
Replacing the injectors

After installation of new fuel injectors, control unit adaptation must take place via
STAR DIAGNOSIS in order to store the injector quantity compensation coding in the

One of the main performance indicators as far as mixture control is concerned in engine M276
DEH LA is the pressure sensor downstream of the throttle valve (B28/7), which is responsible
for basic measurement of the fuel injection quantity in combination with the charge air tempe-
rature (B17/8) in the control unit.
The values of the lambda control are also involved in mixture control fine-tuning.
Function schematic for lambda control

TT_00.00-034198-FA
Left oxygen sensor downstream of cata-

B11/4 Coolant temperature sensor G3/5
lytic converter
Pressure sensor downstream of throttle Right oxygen sensor downstream of cata-
B28/7 G3/6
valve lytic converter
Left oxygen sensor upstream of catalytic
G3/3 N3/10 ME control unit
converter
Right oxygen sensor upstream of catalytic
G3/4
converter

Lambda control
The mixture composition is maintained within narrow limits around lambda = 1 in order to
achieve a high exhaust gas conversion quota in the catalytic converters. This control is sup-
ported by the values from the oxygen sensors upstream of the catalytic converter, which are
designed as wideband sensors. The sensor elements of the oxygen sensors upstream of the
catalytic converter react to the oxygen content in the exhaust and transmit appropriate signals
to the ME-SFI [ME] control unit.
• Rich mixture
For a low oxygen content in the exhaust gas (lambda < 1), the sensor elements transmit
the “rich mixture” signal to the ME-SFI [ME] control unit. This then reduces the injection
quantity through regulation of the fuel injectors (Y76) and alters the mixture composition
towards “lean”. The oxygen content in the exhaust increases and the value changes in the
direction of lambda = 1.
• Lean mixture
For a high oxygen content in the exhaust (lambda > 1), the sensor elements transmit the
“lean mixture” signal to the ME-SFI [ME] signal. This then increases the injection quantity
through regulation of the fuel injectors and alters the mixture composition towards “rich”.
The oxygen content in the exhaust decreases and the value changes in the direction of
lambda = 1.
This procedure repeats constantly (close-loop control circuit). The ME-SFI [ME] control unit
changes the mixture composition slowly in order to avoid jolting effects.
Self-adaptation of the mixture formation

In order to have a corrected basic measurement of the injection quantity after starting the en-
gine and during the warm-up phase, the ME-SFI [ME] control unit makes the necessary correc-
tions independently during closed-loop operation of the lambda sensors.
When this takes place, the lambda characteristics map is shifted within predefined control limits in
such a way that the lambda control is not at the lower or upper control limit. This correction, which
is stored in the ME-SFI [ME] control unit, ensures that the mixture composition in control mode (e.g.
the warm-up phase) is neither too rich nor too lean.

Mixture control, operating modes 10.16
Operating modes, general

Since 2006, new opportunities for reducing CO2 emissions have been explored at Mercedes-Benz.
With the introduction of engine M272 DES with 2nd generation direct injection and the use of an-
other operating mode for lean stratified charge combustion in combination with an external exhaust
gas recirculation, convincing consumption values were achieved.
As part of the development for the 3rd generation direct injection, the combustion system was
developed further in two directions:
• Improvement in EGR [AGR] compatibility thanks to multi-spark ignition
• Expansion of the usable characteristics maps through the development of additional oper-
ating modes
The engines that are equipped with 3rd generation direct injection have the following operating
modes for combustion:
• Homogeneous injection operation
− High load and entire rpm range
• Stratified charge operation
− low part load up to 4 bar effective mean pressure and 4000 rpm
• Homogeneous stratified operation (HOS)
− medium partial load of 4 to 8 bar effective mean pressure and up to 4000 rpm
• Homogeneous split (HSP)
− High load and entire rpm range
TT_07.00-034941-FA

Homogeneous injection operation

In homogeneous operation (lambda = 0.8 - 1.0 normal operation), the fuel is injected into the
combustion chamber during the intake stroke. The fuel mixes with the air that has been
drawn in to form a homogenous mixture in the compression stroke.
The central position of the injector means that the walls of the combustion chamber remain
free of fuel. The fuel draws heat from its surroundings as it evaporates. This reduces the ten-
dency to knock and a higher compression becomes possible. In homogenous operation, the
focus is on engine performance and torque.
In engines with direct injection with homogeneous operation (DEH), only this combustion
system is used.
For engines with the designation direct injection with stratified charge (DES), this combus-
tion system is used in specific load and rpm ranges.
Stratified charge operation

In stratified operation (lambda = 1.7 - 3.0 lean-burn operation), the fuel is injected into the
combustion chamber during the compression stroke just before ignition TDC.
Two areas are forming in the process:

• A mixture cloud around the spark plug
• A surrounding leaner area, i.e. one that is filled with air and recirculated exhaust
Stratified operation generates a compact mixture cloud lying centrally in the combustion chamber.
The mixture cloud has a charge stratification, i.e. it has different lambda values. In the area of the
spark gap of the spark plug, there is always an ignitable mixture where lambda = approx. 1. The
spark jumps and ignites the stratified charge. Toward the edges of the combustion chamber, the
mixture becomes increasingly leaner until it is just pure air. In stratified operation, the focus is on
fuel savings and smooth running.
For engines with the designation direct injection with stratified charge (DES), this combus-
tion system is used in specific load and rpm ranges.
Homogeneous stratified operation (HOS)

The homogeneous stratified operating mode combines both operating modes to realize classic ho-
mogeneous operation with injection during the intake stroke and stratified charge operation with in-
jection during the compression stroke. It represents an operating mode in the intermediate range
and replaces the upper range of stratified charge operation and a part of the homogeneous injection
operation that extends above it. In the process, when the engine is dethrottled, the initial injection
occurs in the intake stroke and a homogeneous basis mixture is formed; the actual “"stratified"” in-
jection occurs in the compression phase as a single or double injection just before ignition.

Mixture control, operating modes 10.16
As a result of the ignitable mixture with lambda = approx. 1 near the spark plug and the base
mixture (lean mode) toward the edges of the combustion chamber, stable ignition occurs. In
homogeneous stratified operation, the focus is on saving fuel and smooth running when trans-
ferring between homogeneous and stratified operation. For engines with the designation direct
injection with stratified charge (DES), this combustion system is used in specific load and
rpm ranges.
Homogeneous split (HSP)

In the homogeneous split (HSP) operating mode, the engine generally displays homogeneous
combustion, whereby over 95 percent of the fuel is injected one or more times during the in-
take stroke. The remaining fuel is injected during the compression stroke as an "ignition" injec-
tion to stabilize the combustion process.
With HSP, stable ignition of the fuel/air mixture is also ensured under difficult combustion con-
ditions.
External exhaust gas recirculation

External exhaust gas recirculation is used during stratified and homogeneous stratified
operating modes to reduce NOx emissions.
NOx storage catalytic converter
The excess air, which primarily consists of nitrogen, makes the NOx formation in stratified
and homogeneous stratified operation significantly higher than in homogeneous injection
operation. Requires the use of a NOx catalytic converter.
In order to convert all pollutants in the exhaust, a sulfur-free fuel is required to ensure
proper operation of the NOx storage catalytic converter.
Since sulfur blocks the sites for nitrogen oxides in the NOx storage catalytic converter, less
nitrogen oxides can be stored.
The stratified charge operation is thus shortened and more frequent regeneration is
required.
Sulfur-free fuel
For markets that do not offer sulfur-free fuel, an engine variant that does not utilize lean
operating modes has been derived, whereby the homogeneous application of the stratified
engine is adopted and the exhaust gas recirculation system and NOx storage catalytic con-
verters are omitted.
The engine designation for this configuration is then direct injection with homogeneous
operation (DEH)

Exhaust gas recirculation, general

The exhaust gas recirculation lowers the combustion temperature through enrichment of the in-
take air with exhaust in stratified charge operation and in combined homogeneous stratified
charge operation, whereby the nitrogen oxide (NOx) development is reduced. In this way, the
NOx storage catalytic converter is loaded more slowlyx and stratified charge operation is ena-
bled for longer periods.
The exhaust gas recirculation quantity can account for up to 30 % of the intake air.
Exhaust gas recirculation, M274 DES

TT_14.20-034925-FA
B5/5 Pressure sensor 1, exhaust gas recirculation Y27/1 Exhaust gas recirculation valve
B5/6 Exhaust gas recirculation pressure sensor 2
The ME-SFI [ME] control unit calculates the exhaust gas recirculation quantity based on the fol-
lowing sensors and signals:
• Pressure sensor 1, exhaust gas recirculation (B5/5)
− Pressure upstream of exhaust gas recirculation valve
• Pressure sensor 2, exhaust gas recirculation (B5/6)
− Pressure downstream of exhaust gas recirculation valve
• Pressure sensor downstream of throttle valve (B28/7)
− Engine load
• Lambda sensor element downstream of catalytic converter (G3/1b1)
− Residual oxygen content

Exhaust gas recirculation (stratified charger) 10.17
• Lambda sensor element upstream of catalytic converter (G3/2b1)

− Residual oxygen content
• NOx sensor (N37/4b1) with NOx sensor control unit (N37/4)
− Nitrogen oxide and oxygen content in exhaust
• Hall sensor, exhaust gas recirculation valve (Y27/1b1)
− Position of exhaust gas recirculation valve rotary solenoid
The NOx sensor control unit (N37/4) connects with the ME-SFI [ME] control unit via the drive
train sensor CAN (CAN I).
Function sequence for exhaust gas recirculation

The exhaust for the exhaust gas recirculation is taken downstream of the turbocharger and led
via an exhaust removal pipe to the exhaust gas recirculation valve. The exhaust gas recircula-
tion rate is controlled by the opening cross-section of the exhaust gas recirculation valve.
Downstream of the exhaust gas recirculation valve, the exhaust flows through an exhaust gas
recirculation cooler that is connected to the cooling system of the engine. The cooled exhaust
is then directed in the intake air system at the rear. There the exhaust is mixed with the drawn-
in fresh air.
The ME-SFI [ME] control unit actuates the exhaust gas recirculation valve moving magnet and,
thus, the exhaust gas recirculation valve with a pulse width modulated signal (PWM signal) in
line with the characteristics map. In order to keep the exhaust gas recirculation valve securely
closed, the exhaust gas recirculation valve moving magnet is actuated with a duty cycle of
about 15 % and reverse polarity.
In a de-energized condition, the exhaust gas recirculation valve is held closed by a spring inte-
grated in the moving magnet.
The position of the exhaust gas recirculation valve moving magnet is recorded via the exhaust
gas recirculation valve Hall sensor and transmitted to the ME-SFI [ME] control unit for control
and diagnosis.
The exhaust gas recirculation valve, the exhaust gas recirculation valve moving magnet and the
exhaust gas recirculation valve Hall sensor are combined in the exhaust gas recirculation hous-
ing. This is connected to the coolant circuit for cooling the components.

Exhaust gas recirculation valve with cooler

P_14.20-002356-FA
1 Valve B5/5 Pressure sensor 1, exhaust gas recirculation
2 Slotted lever B5/6 Pressure sensor 1, exhaust gas recirculation
3 Exhaust removal pipe Y27/1 Exhaust gas recirculation pressure sensor 2
4 Exhaust gas recirculation cooler Y27/1b1 Exhaust gas recirculation valve Hall sensor
A Exhaust gas Y27/11y1 Exhaust gas recirculation valve moving magnet
B Coolant
Diagnosis of the EGR [AGR] system

If the ME-SFI [ME] control unit recognizes that the exhaust gas recirculation valve does not
close, the engine goes into limp-home mode. A function test for the exhaust gas recirculation
valve takes place shortly before starting the engine and shortly after stopping the engine. To do
this, it is opened completely and then closed again. This test serves to reduce the tolerance
and to increase the positioning accuracy.
Homogeneous injection operation

In homogeneous operation, the exhaust gas recirculation valve is closed.

Exhaust system (stratified charger) 10.18

When stratified combustion is used, the lower exhaust temperatures that occur in the driving
cycle lead to difficult challenges when it comes to exhaust aftertreatment as it pertains to sys-
tem and catalytic converter performance. This is why the exhaust system shown was developed
for the new blue-direct four-cylinder engines with turbocharging.
P_00.00-003055-FA
Temperature sensor upstream of NOx storage ca-

158 Three-way catalytic converter B16
talytic converter
159 Flexpipe G3/1 Oxygen sensor downstream of catalytic converter
160 NOx storage catalytic converter G3/2 Oxygen sensor upstream of catalytic converter
161 Center muffler N37/4 NOx sensor control unit
162 Left rear muffler N37/4b1 NOx sensor
163 Right rear muffler
To facilitate exhaust treatment, two catalytic converters are used on vehicles operating in stratified
charge mode.
• 3-way catalytic converters
− In homogeneous operation, the exhaust is converted in the familiar 3-way catalytic
converter.
• NOx storage catalytic converter
− In stratified charge operation, the near-engine mounted 3-way catalytic converter and
the NOx storage catalytic converter in the underfloor area work together.

3-way catalytic converter

By further advancing the near-engine mounted catalytic converter, it became possible to intro-
duce a new technology in series production that not only supports three-way catalytic converter
functionality, but also NOx storage under lean exhaust conditions. The technology in question is
a three-way nitrogen oxide storage catalytic converter (TWNSC).
• This converter assists NOx management in lean-burn operation at low engine loads and
low exhaust temperatures that prevail under these conditions
• The TWNSC also offers a great deal of potential to lower HC emissions at low exhaust
temperatures.
In stratified charge operation under a low load, the high efficiency of the engine reduces the
exhaust gas temperature to below 200°C. To ensure that the 3-way catalytic converters still
convert a sufficient quantity of exhaust gas at this temperature, their coating and design were
adapted.
NOx storage catalytic converter

By further advancing the design of the nitrogen oxide storage catalytic converter (NSC) in the under-
floor, the NOx storage window could be additionally optimized while improving desulfurization at low
temperatures. The effective catalytic layer of rare metal applied to the substrate coating of the NOx
storage catalytic converter comprises platinum (Pt), rhodium (Rh), and barium carbonate (BaCO3).
• Platinum
− Platinum accelerates the oxidation of hydrocarbon and carbon monoxide.
• Rhodium
− Rhodium helps to reduce nitrogen oxides
• Barium carbonate
− Barium carbonate binds chemically oxidized nitrogen oxides
A temperature range of 250 to 500°C in the NOx storage catalytic converters is optimal for
NOxx conversion. During stratified charge operation or full load, the NOx storage catalytic con-
verter must not become hotter than approx. 800°C.
A temperature sensor is installed upstream of the NOx storage catalytic converter to monitor
temperature levels. This temperature information is processed by the ME-SFI [ME] control unit
and the mixture formation may be changed for control purposes.
NOx sensor
The NOx sensor records the NOx and O2 concentration in the exhaust gas downstream of the
NOx storage catalytic converter and forwards this information as voltage signals to the NOx
sensor control unit. The NOx sensor control unit processes this information and sends it via the
drive train sensor CAN (CAN-I) to the ME-SFI [ME] control unit (N3/10).
Homogeneous operation is activated as a response to a limit value being reached in the control
unit, and the mixture is enriched to purge the NOx storage catalytic converter.

Exhaust system (stratified charger) 10.18
Closed-loop control circuit, NOx conversion
Closed-loop control circuit, NOx conversion

P_49.10-002284-FA
A Saving t Time
B Regeneration
NOx storage
In stratified charge operation, the nitrogen oxides (NO) continue to be oxidized with oxygen (O2)
and chemically bound to the barium carbonate through nitrate development.
If the barium carbonate is saturated, the nitrogen oxide concentration downstream of the NOx sto-
rage catalytic converter dramatically rises.
This is detected by the NOx sensor and sent to the NOx sensor control unit. The control unit then
processes the information and sends it via the drive train sensor CAN (CAN-I) to the ME-SFI [ME]
control unit (N3/10). The ME-SFI [ME] control unit switches to homogeneous operation to initiate
purging. With an optimum driving style, it can take more than 20 minutes until purging is required.
Purging the NOx storage catalytic converter

In homogeneous operation, the mixture is enriched (lambda < 1) in order to generate carbon mon-
oxide (CO). This mixture serves as a reduction agent to release the bonded nitrogen oxide from the
barium carbonate so that it can then be converted into nitrogen (N2) and carbon dioxide (CO2) to-
gether with oxygen. After regeneration, stratified charge operation is enabled again.

Desulfurization of the NOx storage catalytic converters

Sulfur stored in the NOx storage catalytic converter blocks the NOx storage capacity (sulfur con-
tamination). This takes place very quickly, for example if no sulfur-free fuel is used. Even sulfur-
free fuel, however, contains traces of sulfur (approx. 10 ppm in Western Europe). If sulfur con-
tamination is present, this is detected as such by the ME-SFI [ME] control unit in the form of a
shorter period of stratified operation.
If the sulfur content is too high, for instance, after approx. 10.000 km, enrichment takes place
automatically for approx. 15 minutes in homogeneous mode. Consequently, the temperature in
the NOx storage catalytic converter increases to 600 up to 800°C and the sulfur dissolves.

One of the basic goals of the air supply system is to reduce resistance along the flow paths as
much as possible and to obtain favorable flow conditions under all given conditions.
Air ducting of engines M270/M274

The turbocharger intakes fresh air through the air filter on the compressor inlet and guides it into
the charge air pipe upstream of the charge air cooler via the compressor outlet. The air in the
charge air pipe is compressed to a boost pressure due to the high speed of the compressor wheel
and the resulting high volumetric flow rate. A noise damper dampens fluctuations in boost pressure
and pulsation noise. The charge air flows through a charge airline to the charge air cooler. This then
cools the compressed, heated charge air and passes it on to the charge air manifold via the charge
airline. Cooling of the charge air leads to better thermodynamic efficiency, which in turn increases
output and torque.

Air ducting of engines 10.19
M270 engine air ducting

TT_00.00-034825-FA
12 Charge air manifold B28/5 Pressure sensor downstream of air filter
50 Exhaust gas turbocharger B28/6 Pressure sensor upstream of throttle valve
50/1 Boost pressure control flap B28/7 Pressure sensor downstream of throttle valve
50/2 Boost pressure control flap pressure cell M16/6 Throttle valve actuator
50/3 Noise damper Y77/1 Boost pressure control pressure transducer
110/1 Suction line Y101 Overrun mode bypass air switchover valve
110/2 Charge air manifold to charge air cooler A Exhaust gas
110/3 Charge air cooler B Intake air
110/4 Charge air manifold to throttle valve C Charge air (uncooled)

Charge air temperature sensor upstream of throttle
B17/7 D Charge air (cooled)
valve
Charge air temperature sensor downstream of
B17/9
throttle valve

Engine M274 air ducting

TT_09.00-034823-FA
1 Air filter B28/6 Pressure sensor upstream of throttle valve
2 Exhaust gas turbocharger B28/7 Pressure sensor downstream of throttle valve
3 Charge air cooler M16/6 Throttle valve actuator

Charge air temperature sensor upstream of throttle
B17/7 Y101 Overrun mode bypass air switchover valve
valve
Charge air temperature sensor downstream of
B17/9
throttle valve

Air ducting of engines 10.19
Air ducting of the engine M276/M278

The engines M276 DEH LA and M278 DEH LA are equipped with an exhaust gas turbocharger.
Each of the two cylinder banks is supplied with wastegate regulation with one turbocharger
each. To boost output and torque, the intake air is cooled by a charge air cooling system. The
compact charge air cooler ensures optimal cooling of the charge air and good thermodynamic
efficiency. Short flow distances ensure that the flow-mechanical resistance is low, and there-
fore contribute to the high efficiency of the engine.

P_09.00-002131-FA
1 Left air filter housing B17/8 Charge air temperature sensor

Pressure sensor downstream from air filter, left
2 Right air filter housing B28/4
cylinder bank
Pressure sensor downstream of air filter, right cyl-
3 Left turbocharger B28/5
inder bank
4 Right turbocharger B28/6 Pressure sensor upstream of throttle valve
5 Charge air cooler B28/7 Pressure sensor downstream of throttle valve
A Intake air M16/6 Throttle valve actuator
B Charge air (uncooled) Y101/1 Left bypass air switchover valve
C Charge air (cooled) Y101/2 Right bypass air switchover valve


TT_09.00-034824-FA
1 Charge-air distributor 6 Exhaust gas turbocharger
2 Charge air cooler 7 Charge air line
3 Air intake hose A Intake air
4 Air filter (damper filter) B Charge air heated
5 Clean air line C Cooled charger air

Exhaust gas turbocharger 10.20

The main component of the charging system is a single-stage turbocharger capable of with-
standing temperatures of up to 1050 °C. A coolant-cooled turbocharger with wastegate control
is used. The turbocharger is made from cast steel. The turbine wheel housing is integrated in
the exhaust manifold or welded to the exhaust manifold. The shaft housing of the turbocharger
is cooled by the coolant circuit. The turbocharger is lubricated by the oil circuit of the engine.
View of turbocharger for M270

TT_09.40-034830-FA
50/1 Boost pressure control flap A Coolant feed line
50/2 Boost pressure control flap pressure cell B Coolant return line
50/3 Noise damper C Engine oil feed line
50/4 Exhaust manifold D Engine oil return line

View of the exhaust gas turbocharger engine M276 DEH LA

P_09.40-002431-FA
1 Exhaust gas turbocharger B Coolant return line
2 Vacuum unit C Engine oil feed line
3 Boost pressure control flap D Engine oil return line
4 Exhaust manifold Y101/1 Left bypass air switchover valve
A Coolant feed line
Exhaust turbocharging
Once the fresh air has been drawn in by the air filters, it is channeled to the turbochargers for
compressing.
The flow energy of the exhaust causes the turbine wheel to rotate. The speed can be up to
200,000 rpm briefly. The compressor impeller that is driven by the turbine wheel via the shared
shaft sits at the compressor side of the turbocharger, and sucks in fresh air via the compressor
inlet through the air filter. This is led via the compressor outlet under pressure into the charge
air pipes upstream of the charge air coolers and therefore to the combustion chambers.
To regulate the boost pressure, the exhaust flow for driving the turbine wheel is diverted via a
bypass (wastegate) by opening the wastegate flap. For this purpose, the wastegate flap is
opened by the pressure cell via the linkage and the bypass is enabled.

Boost pressure control 10.21

The boost pressure is controlled electropneumatically via the boost pressure control pressure
transducer (Y77/1). The vacuum is created by a mechanical vacuum pump attached to the en-
gine. The pressure transducer is actuated for boost pressure control by the ME-SFI control unit
based on the characteristics map and load. The boost pressure control flap (wastegate) is
closed by the pressure cell using a vacuum to build up boost pressure.
Vacuum system of the boost pressure control for the engine M270/M274
TT_09.00-034827-FA

1 Vacuum pump 50/2 Boost pressure control flap pressure cell

Boost pressure control pressure trans-
12 Charge-air distributor Y77/1
ducer
12/1 Vacuum reservoir A Vacuum supply
Vacuum for controlling the boost pres-
50 Exhaust gas turbocharger B
sure control flap
Boost pressure control, engine M276 DEH LA

TT_09.00-034169-FA
Pressure sensor downstream of throttle valve

1 Exhaust gas turbocharger B28/7
(intake manifold pressure)
2 Boost pressure control flap pressure cell B37 Accelerator pedal sensor
3 Boost pressure control flap (wastegate) B70 Crankshaft Hall sensor (engine speed)
Charge air temperature sensor (charge air tempera-
B17/8 K60 Coolant circulation pump relay
ture)
B28/4 Pressure sensor downstream of air filter, left M45 Circulation pump coolant
B28/5 Pressure sensor downstream of air filter, right N3/10 ME control unit
Pressure sensor upstream of throttle valve (boost
B28/6 Y77/1 Boost pressure regulator
pressure)

Boost pressure control 10.21
Control
When the engine is idling, the boost pressure control flap is not supplied with vacuum and the
wastegate is therefore open. As the speed and load increase, the vacuum is switched through
by the boost pressure control pressure transducer, and the boost pressure control flap closes
the bypass. A maximum boost pressure can be established.
For reducing the boost pressure, the exhaust flow for driving the turbocharger is diverted via a
bypass through opening of the boost pressure control flap. In order to do this, the boost pres-
sure control pressure transducer actuates the boost pressure control flap pressure cell with
less of a vacuum from the vacuum pump. The pressure cell acts on the linkage to open the
boost pressure control flap that releases the bypass.
The exhaust flow can then bypass the turbine wheel, thereby controlling the boost pressure and
limiting the turbine speed. The boost pressure can thus be adjusted to the current load re-
quirement of the engine.
No boost pressure can build up if there is a leak in the line between the vacuum pump and the
vacuum cells.
To monitor the current boost pressure, the pressure sensor upstream of the throttle valve
sends the corresponding voltage signal to the ME-SFI [ME] control unit.
The turbochargers are protected by limiting the pressure at the compressor. The degree of pol-
lution of the air filter is also monitored (turbocharger protection) by the pressure sensors up-
stream of the compressor.


To prevent howling and mechanical stress acting on the exhaust gas turbocharger, a bypass air
regulation facility is installed on engines M270, M274, and M276 DE LA.
If the ME-SFI [ME] control unit detects the transition from load to overrun mode, the overrun
mode bypass air switchover valve is actuated. This is detected by the actual value potentiome-
ter of the throttle valve and the overrun mode bypass air is actuated. A diaphragm integrated in
the bypass air switchover valve then opens the bypass channel, which is routed past the com-
pressor wheel. The intake side then connects with the thrust side of the turbocharger and boost
pressure quickly dissipates.
Sectional view of overrun mode bypass air switchover valve, engine M276 DEH LA
P_09.40-002430-FA
50 Exhaust gas turbocharger B Status: opened
50/2 Boost pressure control flap vacuum unit Y101/2 Right bypass air switchover valve
A Status: closed
Due to the inertia of the shaft, compressor wheel and turbine wheel, the turbocharger conti-
nues to operate for a while after the vehicle enters deceleration mode.
When the throttle valve actuator is closed rapidly, a charge air pressure wave thus runs back to
the exhaust gas turbocharger. This pressure fluctuation would cause a situation at the com-
pressor wheel with low flow rates and high pressures, resulting in "turbo flutter" (brief howling
noise and mechanical stress).
Opening the overrun mode bypass air switchover valve prevents this by rapidly decreasing the
pressure via a bypass to the intake side of the turbocharger.

Design and function of charge air cooling 10.23
When the engine is under load, the bypass duct is closed by the diaphragm, which is pressurized by
boost pressure.
The engine M278 has no bypass air regulation.

In this major assembly, the bypass air regulation could be dispensed with, since the air
flow was adjusted accordingly.

Charge air cooling keeps the charge air temperature at a low level. This enables a greater
charge air density to be achieved and better cylinder charging. This measure enhances engine
output. In addition, the tendency to knock as well as the formation of nitrogen oxides (NOx) due
to lower exhaust temperatures is reduced.
In the field of charge air cooling, two different systems are currently used at Mercedes-Benz:
• Air/air-charge air cooling
• Water/air charge air cooling
Air/air-charge air cooling
Charge air cooling, engine M270

TT_09.41-034842-FA
1 Air filter housing A Unfiltered intake air
2 Charge air cooler B Filtered intake air

Water/air charge air cooling

The charge air temperature is kept at less than 70 °C by charge air cooling. The cooled air in
the charge air coolers has a higher density. This increases the cylinder charge and therefore the
engine output.
Coolant circuit of the charge air cooler for engine M274 in the model series 205
TT_09.41-034841-FA
Low-temperature circuit temperature sensor

9 Charge air cooler B10/13
(valid for M274.9 with 155 kW or 175 kW)
Charge air temperature sensor upstream of
11 Transmission cooler B17/7
throttle valve
14 Low temperature cooler B28/6 Pressure sensor upstream of throttle valve
15 Low-temperature circuit M43/6 Low-temperature circuit circulation pump 1

Design and function of charge air cooling 10.23
Charge air cooler coolant circuit for engine M276 DEH LA

P_09.41-002666-FA
9 Charge air cooler B17/8 Charge air temperature sensor
14 Low temperature cooler B28/6 Pressure sensor upstream of throttle valve
15 Coolant expansion reservoir M44 Charge air cooler circulation pump

Charge air cooler coolant circuit for engine M278 DEH LA

TT_00.00-028183-FA
1 Charge air cooler M44 Charge air cooler circulation pump
2 Low temperature cooler A Coolant feed
3 Expansion reservoir B Coolant return
4 Bleed line
The water/air charge air cooler is connected to a separate coolant circuit, the so-called low-
temperature circuit. Depending on the version, this cooling circuit also has a separate expan-
sion reservoir.
Circulation pump
The need-based electric circulation pump sends the coolant through the circuit and is switched
on or off by the ECU depending on the charge air temperature.
The ME-SFI [ME] control unit records the charge air temperature in the charge air distributor to
control the circulation pump.
If a charge air temperature of more than 35°C is detected, the charge air cooler circulation
pump is controlled by the ME control unit via the relay circulation pump.
If the charge air temperature drops below 25 °C, the charge air cooler circulation pump is
switched off again.

Engine cooling system for current gasoline engines 10.24
Engine cooling in general

The engine cooling is provided by cross-flow cooling. An electronically controlled thermostat
provides a map-controlled warm-up process. This regulated process allows for fast heating of
the combustion chambers during the warm-up phase. The coolant temperatures are thus ad-
justable depending on the driving style and environmental conditions.
Engine cooling takes place based on the cross-flow principle. This means that each cylinder and
the cylinder heads have even temperatures from the homogenous coolant flow and that critical
temperature peaks are avoided.
Coolant pump for engine M270/M274

During the warm-up operation, the coolant pump is switched off by a ball rotary valve so that
the coolant remains in the engine. This allows accelerated heating of the engine and a corres-
pondingly faster activation of energy-saving operating strategies (e.g. ECO start/stop system).
If heating or AC requests exist, the coolant pump is activated as required.
The coolant pump is switched off for a cold start if the following conditions are fulfilled:
• The coolant temperature is below 85°C
• The limit value stored in the ME-SFI [ME] control unit for the charge air temperature is not
yet reached.
• The engine speed has not exceeded a fixed limit value of 4000 rpm.
• No "heating" was requested by the automatic climate control and operating unit.

TT_20.00-015071-FA
1 Coolant pump housing 3 Belt pulley
2 Coolant pump pressure cell 4 Ball-type rotary valve
Coolant pump control, M270/M274 (electropneumatic)

The coolant pump has a ball-type rotary valve. This valve allows the water flow to the engine to
be cut off, so that the coolant no longer circulates and heats up fast.
A pressure cell actuates the ball-type rotary valve via a control rod.
With the M270 engine the coolant pump is switched off electropneumatically via the coolant
pump switchover valve. The required vacuum is generated by a mechanical vacuum pump at
the engine.
The ME-SFI control unit actuates the coolant pump switchover valve in accordance with the in-
put signals. This actuation allows the vacuum to act on the diaphragm of the pressure cell and
close the ball-type rotary valve.
If no vacuum pressure is present at the pressure cell, the ball-type rotary valve is opened by a
spring in the coolant pump housing (basic position).
The coolant pump is controlled so that the vehicle interior can be heated as soon as possible.

TT_20.00-015067-FA
1 Vacuum pump 12/1 Vacuum reservoir
2 Coolant pump Y133 Coolant pump switchover valve
3 Coolant pump pressure cell A Vacuum supply
12 Charge-air distributor B Vacuum for controlling the coolant pump
Coolant pump M274 in the model series 205

The M274 engine is equipped with an electric water pump for all engine variants.
The electric water pump offers a consumption benefit. One aspect of this is that the water
pump is only actuated when required, while another is that the omission of a mechanical water
pump further improves the friction power associated with the belt drive. The electric water
pump also brings with it advantages when it comes to thermal management as engine speed
increases, since the engine reaches its operating temperature more quickly when the water
pump is only actuated as required.

Electric coolant pump, M274

TT_20.10-035219-FA
48 Coolant thermostat
M75/11 Electric coolant pump
Coolant pump control system, M274 (electric)

In the post-start phase, the coolant circulation is interrupted by switching off the electric coolant
pump. The electric coolant pump is not actuated by the ME-SFI [ME] control unit. The temporary
lack of cooling allows the engine to warm up quicker, and exhaust emissions are reduced.
The electric coolant pump is switched off during a cold start if the following conditions are ful-
filled:
• Coolant temperature below 75 °C
• “Heating” was not requested by the climate control unit.
When the “heating” request is sent, the electric coolant pump and the electric coolant pump
shutoff valve (Y67/3) are switched on. The electric coolant pump shutoff valve is actuated by
the ME-SFI [ME] control unit. The electric coolant pump shutoff valve actuates a vacuum unit by
vacuum pressure, which then adjusts a valve to control the flow of coolant in the cooling cir-
cuit. The vehicle interior heats up quickly as a result.

Coolant thermostat, M270/M274

The temperature of the coolant can be variably controlled via a heatable thermostat. For this
purpose, the thermostat has a heating element which is actuated as needed by the ME-SFI
control unit. By heating the thermostat, the coolant circuit of the engine radiator is opened in
stages (cooler operation).
In this way the coolant temperature of 80 to 105°C is set via the duty cycle.
With coolant temperatures above approx. 110 °C, the thermostat is always fully open (limp-
home function), irrespective of the heating.
This has the following advantages:

• The optimum operating temperature is reached faster
• Reduction of the exhaust emissions
• Fuel savings (up to around 4%)
• Improved heating comfort
Coolant thermostat closed Coolant thermostat opened

TT_20.00-015070-FA TT_20.00-015069-FA
48 Coolant thermostat housing 48b Ball-type rotary valve

48A Expanding wax element R48 Coolant thermostat heating element
Cooling circuit, M276/M278 DEH LA

The coolant pump is efficiently supplied from the rear via its plastic cover. It was reduced in
length by 12.5 mm.
Thermal management enables:

• Standing water in the warm-up phase
− Realized through the use of a disk thermostat
• Operating temperatures of 80 to 105 °C
− Achieved by an electrically heated thermostat
• The heating supply can be controlled independently
− Via a separate shutoff valve

Coolant pump/thermostat, M276/M278

P_20.10-002277-FA
1 Housing 3 Belt pulley
2 Wheel R48 Two-disk thermostat heating element
For reasons of weight, the thermostat, coolant pump belt pulley, impeller and lines are made of
plastic.
The coolant requirement of the engines increased with the use of the exhaust gas turbocharger.
Consistently reducing the cooling system's hydraulic pressure losses and improving its details
have enabled the operating energy input of the coolant pump to be minimized compared to the
predecessor engines. The regulation concept was also improved.
Heat management M276 / M278 DEH LA

Thermal management regulates the coolant circuit in three stages during the warm-up phase:
• Stage 1, “standing water”
− In the “standing water” stage in the engine, a closed thermostat and a closed heating
system shutoff valve completely cut off the coolant pump supply.
• Stage 2, “engine circuit without vehicle cooler”
− In the “engine circuit without vehicle cooler” stage, the cooling circuit is operated in
short-circuit mode. At this time, the coolant circulates only within the engine. The
feed and return line to the cooler are closed.
• Stage 3, “cooling circuit”
− In the “cooling circuit” stage, as soon as the threshold values of several input factors
(e.g. speed, torque) are exceeded, the temperature in the outlet area is reduced to
90 °C or 80 °C. A heated thermostat cartridge is used as an actuator in this context.
If the heating element in the thermostat fails, the expansion material automatically opens the
thermostat in the direction of cooler operation when a temperature of 105 °C is reached.

Final test, training feedback and goodbye (Trainer)
Instruction

Instruction
Total time ..........................................................................................................................60 min.
Final tests
Valid check of learning objectives
The participants' knowledge of the previous training content is checked.
50 min.
Performing the final test in the training room
Framework
The final test consists of 15 multiple-choice questions.
There are five possible answers to each question. At least one of the possible answers is correct
and at least one of the possible answers is incorrect.
The total time for completing the final test is set at 30 minutes (approx. 2 minutes per question).
The successful passing of the final test is a prerequisite for participation in the system engineer's
drivetrain final test.
Preparation for completing the test with electronic media in the i-qbox
The trainer gives brief instructions on handling and operating the electronic media.
The electronic media must be ready for use (power supply).
They must be connected to the Internet.
The participants need their personal SABA access data to complete the test.
If the Internet connection is interrupted, the test can be continued at the present status after
the connection has been restored.
Preparation for performing the test on paper

A detailed procedure for completing the final test in paper form can be found in the guidance
information for the final test trainer document.
Final test at the end of the training course
Note on completing the final test at the end of the training course
Spare time that is available due to the performance of the final test after the end of the
training course can be used by dealing with one of the additional exercises that have been
described.

Instruction
Feedback and closing words

Presentation 10 min.
Training completion
Feedback upon training completion is provided orally. The participants should share their per-
sonal impressions and personal insights from the course here one last time.
During this feedback round, the pinboards with the cards from the round of introductions are
also to be used as reminders.
The feedback from the participants should be received largely without comment. Justifica-
tions of negative criticism must be avoided.
Training evaluation
The trainer/training supervisor asks the participants to take part in the online evaluation.
Goodbye
The trainer/training supervisor wishes the participants good luck for their further Certified
Diagnostic Technician qualification activities.

Modules of the Drivetrain System Technician qualification (Trainer) 11
Instruction 0
11 Modules of the Drivetrain System Technician qualification

(Trainer)
Instruction
Total time ..........................................................................................................................10 min.
11.1 Modules of the Drivetrain System Technician qualification

The participant is informed about the modules of the drivetrain System Technician qualification.
Modules of the Drivetrain System Technician qualification
10 min.

11 Modules of the Drivetrain System Technician qualification (Trainer)

(Participant)
The Mercedes-Benz job profiles are a recognized concept for ensuring our competence in the
service operation. Fast, targeted and therefore economical and customer-oriented services are
provided by qualified and certified workshop specialists. To support these key functions in ser-
vice operation, Global Training has created an individually tailored path to qualification for the
individual job profiles.
MB initial test
Most qualifications begin with an MB initial test/knowledge test. Individual qualification require-
ments can thus be clearly and securely defined for the employees.
For qualification in a job profile, only the trainings recommended after the test must be carried out.
Thus, in the best case, qualification in a job profile can be demonstrated even without training.
Qualification Program Cross-Sectional Competence for System Technician · T1316P ·

Package (8.5 days)
TT_00.00-041384-FA

Modules of the Drivetrain System Technician qualification (Trainer) 11
Modules of the Drivetrain System Technician qualification 11.1
Qualification Program System Technician Drivetrain · T1033P · Package (17 days)
TT_00.00-041383-FA

Diagnostic exercise 5 (optional) (Trainer)
Instruction

Instruction
Total time ............................................................................................................................ 0 min.
Diagnostic exercise 5, optional

Practical work on the vehicle 0 min.
Task description - Fault installation, CAMTRONIC valve lift adjustment actuator with
mechanical damage
tions
ponents

Instruction

Vehicle model C-Class (BR205) with M274 DEH LA (205 1 CAMTRONIC only in
044/205 040) C160 (205 044) and
C180 (205 040)
Faulty component part CAMTRONIC valve lift adjustment actuator 1 A270 982 05 03
Picture 1, CAMTRONIC valve lift

adjustment actuator
TT_01.00-035308-FA

• In the center on the cylinder head cover
− Installation location of the defective
CAMTRONIC valve lift adjustment actuator
Picture 2, installation location, CAMTRON-

IC valve lift adjustment actuator
TT_01.00-035309-FA

Notes on faulty compo- Switch off ignition and remove key WIS document
nent part installation Open engine hood AR05.20-P-6500MRA
Disconnect electrical connector from valve lift
adjustment actuator
Remove securing bolts and remove valve lift ad-
justment actuator
Important! Collect escaping engine oil
Install the fault component in the reverse order,
it is absolutely essential to follow the valid
work instructions in WIS
Customer complaint The customer complains of the following: “A fault
message appears in the instrument cluster
(symbol).”

Instruction

Diagnosis P 003D75
Switching the CAMTRONIC (adjustment
solenoid 1) from the large to the small lift posi-
tion was not carried out successfully. The emer-
gency position was not reached.

• Carefully separate the guide housing of the sliding bolts
from the electronic component using a suitable tool
• Position washers on the sliding bolts.
• The sliding bolts must no longer extend following pro-
cessing
• Carefully compact the guide housing of the sliding bolts
with the electronic component using a suitable tool
• Carefully clean component
Opening of the CAMTRONIC valve lift

adjustment actuator
TT_01.00-035310-FA
Opened CAMTRONIC valve lift adjust-

ment actuator
TT_01.00-035311-FA
Picture 4 Producing the fixed position

TT_01.00-035312-FA

Instruction

Component part CAMTRONIC valve lift adjustment actuator 1 A270 982 05 03
U disks 10 N000000 001066
Commercially available Hammer 1 Commercially available
tools
Drift 1 Commercially available
Required parts
Bolts Valve lift adjustment actuator at cylinder head 10 per N000000 002439
cover vehicle
• My vehicle has no power.
• A fault message appears in the instrument
cluster (symbol).
ments
the customer
When, how and where did this occur? Yesterday on the way home
Repairs carried out beforehand? Yes, my hands-free system was not
working properly, a workshop has re-
placed something under the warranty.
the exhaust?
When and with how much of what fuel was the The vehicle was refueled with 45 l of
vehicle last refueled? premium gasoline at a brand-name fill-
ing station 3 days ago.
my place of work.

Instruction

P 003D75
Switching the CAMTRONIC (adjustment solenoid 1) from the
large to the small lift position was not carried out successfully.
The emergency position was not reached.

helpful document.
Solution key
injection” (ME)
− “CAMTRONIC” GF07.10-P-1016MRA
(camshaft adjustment,
function)
Game Play according to XENTRY Diagnosis:
• Switching the CAMTRONIC (adjustment solenoid 1) from the
large to the small lift position was not carried out success-
fully. The emergency position was not reached
Players The following fault-related areas are revealed after the com-
plaint analysis:
• Mechanical engine components
− Sliding piece of the intake camshaft
• CAMTRONIC
− Power supply of solenoids
− Feedback of position sensors
− Electrical defect, valve lift adjustment actuator
− Mechanical defect with valve lift adjustment actuator
(sliding bolt)
− Engine control unit (N3/10)
− Electrical lines between aforementioned components

Instruction

Possible solution The fault code is in the quick test.
Quick test fault

TT_00.00-035330-FA
Possible cause of error Check CAMTRONIC according to fault code P003D75

and checks in XENTRY Check adjustment of CAMTRONIC at an engine speed of
Diagnosis approx. 1,200 rpm
• The sliding bolt audibly engages
Test prerequisites
TT_00.00-035333-FA
Result evaluation:
TT_00.00-035329-FA
Result
No change in noise
Automatic continuation with the next test step

Instruction

Check CAMTRONIC according to fault code P003D75
Check voltages with the voltmeter
• Supply
• Signal voltage
Voltage test
TT_00.00-035332-FA
Result
The measurement results are OK
Check the solenoids with the ohmmeter
• Solenoid 1
• Solenoid 2
Resistance test
TT_00.00-035334-FA
Result

Instruction

Check signal voltage with the HMS 990
• Signal voltage
Signal voltage with HMS 990

TT_00.00-035331-FA
Result
Automatic forwarding to the test result
Possible cause and remedy according to test result
• Check electrical lines and connectors for loose contacts,
damage and corrosion at the respective connections and
repair or replace as necessary.
− The lines and connectors are OK
End of test
Possible fault causes and The participant detects no loose contact or damage to the elec-
participant tests trical lines.
That's why he/she reflects again on the results of the previous
tests and comes to the conclusion that there is no decisive test
for the mechanical components of the actuator,
as such a test cannot take place when the actuator is installed.
When the actuator is removed, the engine should not be started
to prevent unnecessary contamination of the engine compart-
ment as a result of escaping oil.
To clearly assess the operative function (mechanicals) of
the valve lift adjustment actuator component part, the
participants devise an appropriate test.
Possible approach for checking the valve lift adjustment actua-
tors:
• Determination of the wiring diagram (ME, on the engine)
• Determination of the pin assignment on the component part
− Power supply, solenoids, pin 6
− Solenoid 1 ground signal, pin 1
− Solenoid 1 ground signal, pin 5
• With application of the power supply and ground, the corre-
sponding sliding bolt should extend.
− Resetting of the sliding bolt is assumed by a canceling cam
during normal operation of the CAMTRONIC system.

Instruction

Result A mechanical defect was clearly determined by carrying out a
self-devised test of the valve lift adjustment actuators. The
component must be replaced as per the work instructions.
Follow-up work • Rectification of the fault must also be checked with a func-
tion test and final quick test.
fault.

Sources
Sources
BGR 157 bezieht sich auf die berufsgenossenschaftliche Vorschrift für Sicherheit und Gesundheit, Stand 2010
BGV_D29 bezieht sich auf die berufsgenossenschaftliche Vorschrift für Sicherheit und Gesundheit
“Stand 2010”)
Daimler AG, Global Ligitation (L/GL) 2005/2009
Daimler AG, Rechtsabteilung Produkt (RP) 2005
Jobprofil Systemtechniker, Daimler AG, Stuttgart, GSP/SOP · 01/11)

T1003F Trainer preparation
Overview of the day

Overview of the day
Time Time Chap. Title Learning objective / learning contents / mode of working / method Media
Day 1
1 Orientation
8:15 20 1.1 Welcome Getting to know each other, checking attendees, ensuring initial requirements Prepared “Welcome”
Discussion in the whole class flip chart
8:35 35 1.2 Round of Participant and trainer introductions “Introduction” of the trainer,
introductions “introduction” of participants
The trainer and participants get to know one another and compare their expecta-
tions for the course.
Discussion in the whole class
9:10 5 1.3 Training course The trainer presents to the participants an outline of the learning objectives to be “Learning objectives”
achieved. flip chart
learning objectives
Interactive lecture with the whole class
Video projector
9:15 5 1.4 Course agreements Game rules and rules of conduct are discussed
The participants and trainer agree on ground rules to be able to ensure a trouble-
free training agenda.
Discussion in the whole class
9:20 10 1.5 Agenda The trainer presents the schedule and content of the course
Digital projector, flip
chart with schedule
(break times, start,
end)

Overview of the day
2 Laws and Regulations

9:30 5 2.1 Product liability and The participant is informed about the content of the product liability and product
product safety safety chapter.
The participant can adapt his actions according to the topics of product liability
and product safety.
Information and explanations on the topic of product liability and product safety
Introduction of product liability and product safety chapters
9:35 5 2.2 Work safety and The participant is informed about the content of the work safety and accident
accident prevention prevention chapter.
The participant can adapt his actions according to the topics of work safety and
accident prevention.
Information and explanations on the topic of work safety and accident prevention
Introduction of work safety and accident prevention chapters
9:40 5 2.3 Electrostatic The participant familiarizes themselves with the effects and consequences of ESD.
discharge (ESD) The participant is familiar with the rules of conduct and safety precautions re-
garding ESD.
Information on the effects, consequences, rules of conduct, and protective
measures regarding ESD
Introduction of electrostatic discharge chapter
9:45 20 Breakfast
3 Getting started with the diagnosis module
10:05 5 3.1 Main tasks of a The participant knows the 5 main areas of responsibility of a System Technician
System Technician
The trainer explains the task fields of a system technician in the interactive lecture
Interactive lecture

Overview of the day
10:10 25 3.2 Diagnostic The participant is informed about the content and objectives of the individual lev-
process/Levels els of the levels model.
Moderation for the
The participant can apply the levels model during the practical work that follows
model individual levels
and assign the individual modules to the various levels.
The participant is familiar with the procedure in the diagnostic process.
Information and explanations concerning the contents and objectives of the lev-
els model/diagnostic process
4 Procedure for practical work

10:35 5 4.1 Procedure for The participants know the requirements of the practical work with regard to:
practical work 1. Procedure
2. Preparation (documentation)
3. Discussion of results or comparison
The trainer explains the procedures of the practical work as a whole class.
5 Practical block 1 measurement technology HMS 990

10:40 0 5.1 Information about The participant is familiar with the procedure and learning objectives of practical
practical block 1 block 1.
The trainer explains to the whole class the procedure of practical block 1.
10:40 45 5.2 Station 1/practical The participant can use the 12-lead oscilloscope to record the intake and exhaust
block 1 camshaft sensors in conjunction with the crankshaft position sensor.
The participant can professionally connect the break-out box to the control unit.
The participant can determine the plug and pin assignment of sensors and actua-
tors in the wiring diagram.
The stations are changed after 45 minutes.

Overview of the day
11:25 45 5.3 Station 2 / Practical The participant can use the ignition oscilloscope.
block 1 The participant can name the two operating modes of the ignition coils.
The participant can explain the function of the two operating modes of the
ignition coils.
The participant can use the universal oscilloscope.
The participant can record the electrical signal of the purge valve with the oscillo-
scope.
The participant can explain the task and function and the line routing of the purging.
The participant can interpret a pulse width modulated signal (PWM signal).
The stations are changed after 45 minutes.
12:10 10 5.4 Discussion of results If both groups have completed both stations, a comparison of results will be
of practical block 1 made in chapter 5.4. Thus, the participants can compare their results with the
solutions of the trainer and correct them if necessary.
measurement
Whole-class session
technology HMS 990
12:20 60 Lunch
6 Practical block 2: Diagnosis
13:20 0 6.1 Information about The participant is familiar with the procedure and learning objectives of practical
practical block 2 block 1.
diagnosis
13:20 60 6.2 Station 1 / practical The participant can develop his/her own strategy to check faulty systems using
block 2 diagnosis the workshop information systems, XENTRY Diagnosis and special tools.
Group work
Group work

Overview of the day
15:20 35 6.4 Discussion of results The participants have a standard level of knowledge about the “Practical block 1”
/ practical block 2 learning unit
diagnosis The faults for "practical block 1" are solved, a discussion about the system is
conducted and unanswered questions are explained.
Whole-class session
15:55 15 Coffee
7 Question catalog on the gasoline engine
16:10 15 7.1 Processing of the The participant can check or develop his/her system knowledge of the individual
question lists for the subarea systems using the question lists.
individual theory Self-study
topics
16:25 0 7.2 Question catalog on The participant can check or develop his/her system knowledge of the individual
engines M270/M274 subarea systems using the question lists.
Self-study
16:25 0 Questionnaire for The participant can check or develop his/her system knowledge of the individual
engine M276 DEH LA subarea systems using the question lists.
Self-study
Day-end closing
16:25 5 Oral feedback on The participant can reflect on his/her personal impressions of the first training day.
training day
The participant briefly describes their experiences of the past day.

Overview of the day
Day 2
8 Introduction to the day
8:15 10 8.1 Review of the The participant can reflect on his/her personal impressions of the previous day.
previous day
The participant expresses his/her impressions about what was learned on the
previous day.
8:25 5 Schedule for day 2 The participant gets to know the content and agenda of the second day of training
The contents and schedule for the second day of training are introduced “Daily schedule”, “ob-
jectives” and “times”
The trainer introduces the content and schedule of the second day of training to
pin board
the participants in the form of an interactive lecture.
8:30 60 Current situation The participant can describe the current workshop situation with respect to the
regarding complaints current gasoline engines.
Prepared pin boards for
Exchange of experience
on gasoline engines receiving the practice
The participants present current and past workshop cases on the spark-ignition cases
engines on the vehicle.
The emphasis during processing is discussed.
Discussion as a whole class
9:30 20 Breakfast
9 Practical block 3: Diagnosis
9:50 0 9.1 Information about the The participant is familiar with the procedure and learning objectives of practical
practice block 3 block 1.
diagnosis

Overview of the day
Group work
11:35 60 Lunch
Group work
14:20 45 9.4 Discussion of results The participants have a similar level of knowledge of the “practical block 2” learn-
of practical block 3 ing unit
diagnosis The faults for “practical block 2” are solved, a discussion about the system is
conducted and unanswered questions are explained.
Whole-class session
10 Gasoline engines (Wiki)

15:05 0 10.1 Crankcase ventilation The participant knows the overall crankcase ventilation system for engine M270
system, engine M270 and can describe it.
Self-study
system, M274 and can describe it.
Self-study

Overview of the day
15:05 0 10.3 Crankcase ventilation The participant knows the overall crankcase ventilation system for engine
system, engine M276 M276/M276 DEH LA and can describe it.
DEH/DEH LA The participant knows the overall crankcase ventilation system for engine
M276/M276 DEH LA and can describe it.
Self-study
system, engine M278 DEH LA and can describe it.
DEH Overall crankcase ventilation system for engine M278 DEH LA
Self-study
15:05 0 10.5 General purging The participant knows the overall fuel tank ventilation system for engine M276
Overall system for the ventilating the fuel tank, engine M276 DEH LA
Self-study
15:05 0 10.6 Function sequence The participant knows the partial and full load purging of engine M276 DEH LA
for purging and can describe it
Function sequence for partial and wide open throttle purging
Self-study
15:05 0 10.7 Synchronization of The participant knows the synchronization design, function and components and
fuel injection and can describe them
firing order, general Synchronization design, function and components
Self-study
15:05 0 10.8 Camshaft The participant knows the design and function of the camshaft adjustment and
adjustment, general can describe them.
Design and function of the camshaft adjustment system
Self-study

Overview of the day
15:05 0 10.9 CAMTRONIC The participant knows the design and function of the Camtronic and can describe
M270/M274 them.
Design and function of the Camtronic system for engines M270/M274
Self-study
15:05 0 10.10 Ignition system, The participant knows the ignition system design, function and components and
general information can describe them.
Design, function and components of the ignition system
Self-study
15:05 0 10.11 Ignition coil, general The participant knows the ignition coil design, function and components and can
describe them.
Design, function, and components of the ignition coil
Self-study
15:05 0 10.12 Low-pressure fuel The participant knows the low-pressure fuel system design, function and compo-
system, general nents and can describe them.
Design, function and components of low-pressure fuel system
Self-study
15:05 0 10.13 High-pressure fuel The participant knows the high pressure fuel system design, function and com-
system, general ponents and can describe them
Structure, function and component parts of the high pressure fuel system
Self-study
15:05 0 10.14 Fuel injector, general The participant knows the design and function of the injector and can describe
them.
Design and function of the injector
Self-study

Overview of the day
15:05 0 10.15 Mixture control, The participant knows the design and function of the mixture control and can de-
general scribe them.
Design and function of mixture control
Self-study
15:05 0 10.16 Mixture control, The participant is familiar with the differences between the operating modes and
operating modes can describe them.
Differences between the operating modes
Self-study
15:05 0 10.17 Exhaust gas The participant knows the design and function of the exhaust gas recirculation
recirculation and can describe them.
(stratified charger) Design and function of exhaust gas recirculation system
Self-study
15:05 0 10.18 Exhaust system The participant knows the design and function of the exhaust system (stratified
(stratified charger) charger) and can describe them.
Design and function of the exhaust system (stratified charger)
Self-study
15:05 0 10.19 Air ducting of engines The participant knows the design and function of the air ducting and can describe
them.
Design and function of air ducting
Self-study
15:05 0 10.20 Exhaust gas The participant knows the design and function of the exhaust gas turbocharger
turbocharger and can describe them.
Design and function of turbocharger
Self-study

Overview of the day
15:05 0 10.21 Boost pressure The participant knows the design and function of the boost pressure control and
control can describe them.
Design and function of boost pressure control
Self-study
15:05 0 10.22 Bypass air regulation The participant knows the design and function of the bypass air regulation and
can describe them.
Design and function of bypass air regulation
Self-study
15:05 0 10.23 Design and function The participant knows the design and function of the charge air cooling and can
of charge air cooling describe them.
Design and function of charge air cooling
Self-study
15:05 0 10.24 Engine cooling The participant knows the design and function of the engine cooling and can de-
system for current scribe them.
gasoline engines Overall engine cooling system for current engines
Self-study
15:05 15 Coffee
Final test, training feedback and goodbye
15:20 50 Final tests Valid check of learning objectives
The participants' knowledge of the previous training content is checked.
16:10 10 Feedback and closing Presentation

words

Overview of the day

16:20 10 11.1 Modules of the The participant is informed about the modules of the drivetrain System Techni-
Drivetrain System cian qualification.
Technician Modules of the Drivetrain System Technician qualification
qualification
Diagnostic exercise 5 (optional)
16:30 0 Diagnostic exercise 5, Practical work on the vehicle
optional

Preparation table
Preparation table
Literature
Name Details Quantity Res. no.
Participant working document 1511 3757 One per partic-
ipant
Participants' final test 1511 4117 One per partic-
ipant
Seminar set 1511 5964 One per partic-
ipant
Trainer working document 1512 6087 1
Trainer final test 1512 6656 1
CD ROM 1512 6090 1
Diagnosis guidelines 1510 4085 One per partic-
ipant
Trainer
Certified trainers Emphasis on engine 1
Rooms
Practical work room with 2 bays 1
Theory room for 14 persons 1
Training vehicles
E-Class (BR 213) E 400 M276 engine 1
(213 045)
C-Class (BR 205) Engine M274 1 205 044/ 205 040
for diagnostic task 5
(optional)

Preparation table
Training room equipment

Internet access Enabled 2
Laptops 1
Speaker 1 Commercially avail-
able
Video projector 1 Commercially avail-
able
Power supply extension cord (5 m or 10 m) 1 Commercially avail-
able
Multiple socket power supply 3 sockets 1 Commercially avail-
able
Pinboard 2 Commercially avail-
able
Pin board paper As required Commercially avail-
able
Pins As required Commercially avail-
able
Flip chart With paper 2 Commercially avail-
able
Presentation case 1 Commercially avail-
able

Preparation table
Practical room equipment

XENTRY Kit MT With the latest software release 2
HMS 990 Measurement with connection line A 2
Technology
Current clamp for HMS 990 1 Available from GLC
Germersheim, part
number KR015
Printer for XENTRY Diagnosis With printer paper 2
Monitor for XENTRY Diagnosis with VGA adapter 2
Internet access Enabled 2
Power supply extension cord (5 m or 10 m) 2 Commercially avail-
able
Multiple socket power supply 3 sockets 2 Commercially avail-
able
Charger At least 50 A 2 Commercially avail-
able
Air extraction system Twin-pipe 2 Commercially avail-
able
Fender covers Suitable for vehicle 2 Commercially avail-
able
Steering wheel cover 2 W000 589 51 98 00
Seat cover 2 W000 589 50 98 00
Floor cover 2 Commercially avail-
able from Wörth,
item number
899500031
Presentation case 1 Commercially avail-
able
Pinboard 2 Commercially avail-
able
Pin board paper As required Commercially avail-
able
Pins As required Commercially avail-
able
Flip chart As required Commercially avail-
able

Preparation table
Tools required (electrics)

Electrical connection kit Fully equipped 2 W220 589 00 9900
Multimeter (Fluke) Including associated measurement 1 Commercially avail-
cables able
Break-out box 2 W000 589 00 21 00
Adapter cable For connecting the break-out box to 2 W266 589 01 63 00
the engine control unit
Adapter cable For checking between the CAMTRON- 1 W204 589 04 63 00
IC valve lift adjustment actuator com-
ponent and the engine control unit
Tools required (gasoline engine)

Pressure hose For the release of fuel pressure 1 W119 589 04 63 00
through diagnostic socket (low pres-
sure)
Pressure gauge 0-10 bar For checking the fuel pressure 1 W103 589 00 21 00
Drift For replacing sealing package in the 1 W278 589 01 15 00
rail
Assembly tool For replacing and calibrating the seal- 1 W272 589 00 43 00
ing ring on the injector to the com-
bustion chamber
Torque wrench 4 - 40 Nm 1 W001 589 87 21 00
Plug-in open end wrench 19 Bit for torque wrench 1 Available from
HAZET with part
number 6450-c
Torque wrench 1 W001 589 87 21 00
“TORX” box wrench E10 insert Bit for torque wrench 1 W285 589 01 03 00
Secondary adapter For checking ignition coils on second- 1 Available from GLC
ary side Germersheim with
part number HSD
0000 00 00 94
Adapter cable For checking ignition coils on primary 1 W276 589 00 63 00
side
Spark plug wrench Installation of spark plugs 1 W278 589 00 09 00
Measuring cup At least 1 liter 1 Commercially avail-
able
Gloves Fuel-resistant 1 Commercially avail-
able
Safety glasses 1 Commercially avail-
able
Leak tester For checking the leaktightness of the 1 W611 589 02 21
charge air system
Connection adapter For sealing the charge air system 1 W270 589 02 91 00

Preparation table
Fault components and wear parts, gasoline engine

Practical block 2 station 1 Closed off fuel feed line (defective 1 A221 470 23 75
component)
Practical block 2 station 2 Exhaust camshaft solenoids 1 A276 156 07 90
Screws/bolts, camshaft solenoid to 10 A002 990 76 03
front cover of cylinder head (spare)
O-ring, sealing ring between camshaft 10J A016 997 50 45
solenoid and front cover of cylinder
head (spare)
Practical block 3 station 1 Charge air temperature sensor (de- 1 A276 905 00 00
fective component)
Practical block 3 station 2 Blow-off valve, M274 (defective com- 1 A000 153 18 59
ponent)
Practical exercise 5 (optional) CAMTRONIC valve lift adjustment ac- 1 W204 589 04 63 00
tuator (defective component)
Screws/bolts (spare) 2 N000000 002439
U disks 10 per vehicle N000000 001066
Training room preparation effort

Trainer desk Prepare trainer's desk with notebook 15 min. /
and the required materials. Perform preparation
function check of equipment. day
Set up participant desk Distribute hand-outs for participants, 10 min. /
folders, ballpoint pens and level mod- preparation
el. day
Room design Prepare and position flip chart for 20 min. /
welcome, introductions, learning ob- preparation
jectives, agreements, expectations, day
and breaks.
Room design Hang posters: 10 min. /
preparation
day
Room design Prepare and place pin boards for 15 min. /
day's timetable, unanswered ques- preparation
tions and first group work session. day

Preparation table
Workshop preparation effort

Set up training vehicle Connect air extraction system, fit 15 min. /
fender covers, fit interior protection. preparation
day
Workplace partitioning Put up workplace partition with pin 30 min. /
boards and cover these with paper. preparation
day
Set up workplace Put up one flip chart with work in- 15 min. /
structions at each workplace. preparation
day
Set up workplace Distribute standard and special tools 45 \min. /
to the workstations in accordance preparation
with the practical exercises. day
XENTRY Diagnosis Set up XENTRY Diagnosis, install 45 \min. /
monitors, HMS 990 and printers (3x), preparation
perform a functional test. day
Prepare training vehicle Practi- Install faulty component of sealed fuel 15 min. /
cal exercise 1 (M276 gasoline supply line on M276. Perform func- preparation
engine) tion test, check fault memory of vehi- day
cle.
Prepare training vehicle Practi- Install defective component (defective 30 min. /
cal exercise 2 (M274 gasoline exhaust camshaft solenoid in M274). preparation
engine) Perform function test, check fault day
memory of vehicle.
Prepare training vehicle Practi- Install defective component, charge 15 min. /
cal exercise 3 (M276 gasoline air temperature sensor on the M276. preparation
memory of vehicle.
Prepare training vehicle Practi- Install defective component, malfunc- 15 min. /
cal exercise 4 (M274 gasoline tioning blow-off valve on the M274. preparation
memory of vehicle.
Prepare training vehicle Practi- Install defective component, malfunc- 15 min. /
cal exercise 5, optional (M274 tioning valve lift adjustment actuator preparation
gasoline engine) on the M274. Perform function test, day
check fault memory of vehicle.

1512 6087 - 3. Edition 26.04.2018 220

Engine Diag - 1512 - 6087 - 02 - 03 - F - 104

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Engine Diag - 1512 - 6087 - 02 - 03 - F - 104

Uploaded by

Copyright:

Available Formats

Global Training – The finest automotive learning.

© 2018 Copyright Daimler AG

Publisher: Mercedes-Benz Global Training

1512 6087 - 3. Edition 26.04.2018 220

2 Laws and Regulations (Trainer) .................................................................................. 7

3 Getting started with the diagnosis module (Trainer) ................................................ 17

4 Procedure for practical work (Trainer) ..................................................................... 24

5 Practical block 1 measurement technology HMS 990 (Trainer) .................................. 28

6 Practical block 2: Diagnosis (Trainer)....................................................................... 47

7 Question catalog on the gasoline engine (Trainer) ................................................... 71

T1003F <> Trainer Document I

Day-end closing (Trainer) ......................................................................................... 76

8 Introduction to the day (Trainer) .............................................................................. 77

Current situation regarding complaints on gasoline engines (Trainer) ..................... 79

9 Practical block 3: Diagnosis (Trainer)....................................................................... 80

10 Gasoline engines (Wiki) (Trainer)............................................................................100

II T1003F <> Trainer Document

Final test, training feedback and goodbye (Trainer) ...............................................179

11 Modules of the Drivetrain System Technician qualification (Trainer) .....................181

Diagnostic exercise 5 (optional) (Trainer) ..............................................................184

T1003F Trainer preparation .........................................................................................194

T1003F <> Trainer Document III

Discussion in the whole class Prepared “Welcome” flip 20 min.

1.2 Round of introductions

Objectives of the round of introductions

Preparations for round of introductions

1.3 Training course learning objectives

1.4 Course agreements

T1003F <> Trainer Document 1

Interactive lecture with the whole 10 min.

2 T1003F <> Trainer Document

General description of System Technician

T1003F <> Trainer Document 3

Skills of the System Technician

We look forward to training together. Your Training Team

4 T1003F <> Trainer Document

1.2 Round of introductions

1.3 Training course learning objectives

T1003F <> Trainer Document 5

1.4 Course agreements

6 T1003F <> Trainer Document

2 Laws and Regulations (Trainer)

2.1 Product liability and product safety

Introduction of product liability and 5 min.

2.2 Work safety and accident prevention

Introduction of work safety and acci- 5 min.

Instructions on work safety according to BGV_D29 (trade association regulation)

T1003F <> Trainer Document 7

Instructions on work safety

Instructions on work safety

Work safety instructions master

8 T1003F <> Trainer Document

Instructions concerning work safety as per BGR 157

T1003F <> Trainer Document 9

Multiplexer with WLAN connection Multiplexer with cable connection

10 T1003F <> Trainer Document

2.3 Electrostatic discharge (ESD)

ESD steering wheel protector, yellow ESD seat protector, yellow

T1003F <> Trainer Document 11

2 Laws and Regulations (Participant)

(Source: Daimler AG, Global Ligitation (L/GL) 2005/2009)

(Source: Daimler AG, Rechtsabteilung Produkt (RP) 2005)

12 T1003F <> Trainer Document