Mercedes-Benz M270 Specifications
| Engine Model: Mercedes-Benz M270 |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 97.3-121.5 cu.in (1.59-1.99 L) |
| Rated Engine Power: 122-218 Hp (90-160 kW) at 5500 rpm |
| Fuel System Type: Gasoline direct injection |
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The Mercedes-Benz M270 is a turbocharged straight-four
gasoline engine introduced in 2011 as the cornerstone of the manufacturer’s
front-wheel-drive compact vehicle strategy. Developed alongside the
longitudinally mounted M274, the M270 was designed for transverse installation
across the A-Class, B-Class, CLA-Class, and GLA-Class model families.
The engine represents a departure from preceding four-cylinder units through its
all-aluminum construction, incorporating a die-cast aluminum crankcase and a
high-strength aluminum alloy cylinder head. Central to its design philosophy is
the BlueDIRECT technology suite, which combines third-generation piezoelectric
direct fuel injection with sophisticated combustion management to deliver
elevated torque at low engine speeds alongside reduced fuel consumption.
Production variants encompassed 1.6-liter and 2.0-liter displacements, with
power outputs ranging from 121 hp to 215 hp depending on application. The engine
also appeared in Infiniti Q30 and QX30 models under a technical collaboration
agreement. Notable innovations include the CAMTRONIC variable valve lift system
on 1.6-liter versions and an integrated Eco start-stop system that became
standard across the range.
1.6 Liter (M270 DE16 AL)
Displacement: 97.3 (1595 cc)
Power: 101 hp (75 kW) @ 4,500–6,000 rpm (A160/B160)
Power: 121 hp (90 kW) @ 5,000 rpm (A180/B180/CLA180)
Power: 154 hp (115 kW) @ 5,000 rpm (A200/B200/CLA200)
Torque: 200–250 Nm.
2.0 Liter (M270 DE20 AL)
Displacement: 121.5 (1991 cc)
Power: 154 hp (115 kW) @ 5,000 rpm (B200 Natural Gas Drive)
Power: 181 hp (135 kW) @ 5,000 rpm (GLA220/B220)
Power: 208 hp (155 kW) @ 5,500 rpm (A250/CLA250/GLC250)
Power: 215 hp (160 kW) @ 5,500 rpm (High output version)
Torque: 270-350 Nm.
The M270 engine family operates on a four-stroke Otto cycle with a straight-four
cylinder configuration. The cylinder numbering follows the conventional order
from the front of the engine to the flywheel end, with the engine mounted
transversely in all applications. The firing order is 1-3-4-2. The valvetrain
comprises dual overhead camshafts driven by a maintenance-free roller chain from
the crankshaft, operating four valves per cylinder through roller finger
followers. Hydraulic lash adjusters are employed throughout the series,
eliminating manual valve clearance adjustments.
The induction system utilizes a single-scroll turbocharger integrated into the
exhaust manifold, with an intercooler positioned in the intake tract to reduce
charge air temperature. The fuel system employs third-generation direct
injection with piezoelectric injectors capable of multiple injection events per
combustion cycle. Engine management is handled by a Bosch MED17 electronic
control unit coordinating fuel delivery, ignition timing, boost pressure
regulation, and variable valve timing on both intake and exhaust camshafts.
The cylinder block is manufactured from die-cast
aluminum alloy with cast-in iron-coated cylinder liners. This construction
reduces overall engine mass while maintaining dimensional stability under
thermal and mechanical loads. The open-deck design incorporates a lightweight
structure with integrated stiffening ribs cast into the outer walls. Cylinder
bores are finished with a plateau honing process applied to the iron coating,
providing a durable running surface for the aluminum pistons.
Bore diameter is consistent across both displacement variants at 83.0 mm (3.268
in). The block incorporates a bedplate configuration, where the lower crankcase
section serves as a structural component housing the main bearing caps. Five
main bearings support the crankshaft, utilizing steel-backed aluminum bearing
shells. The bedplate design contributes significantly to overall rigidity while
maintaining compact external dimensions.
Coolant passages surround each cylinder in a full-length water jacket
configuration optimized for uniform thermal distribution. The block casting
includes integrated oil galleries supplying pressurized lubricant to the
crankshaft main bearings, connecting rod bearings, and the cylinder head.
The cylinder head is constructed from a high-strength
aluminum alloy with a cross-flow design positioning intake ports on the rear
side and exhaust ports on the front side of the engine. Combustion chambers are
of the pent-roof configuration with four valves per cylinder arranged in a splay
pattern. The DOHC arrangement comprises an intake camshaft and an exhaust
camshaft, each supported by four bearing caps with integrated camshaft position
sensor targets.
Valve diameters are consistent across both displacements: intake valves measure
34.0 mm (1.339 in) in diameter, while exhaust valves measure 29.0 mm (1.142 in).
Valve stems are 5 mm (0.197 in) in diameter with a polished surface finish for
reduced friction. Valve seats are sintered metal inserts, with the exhaust seats
employing a nickel-based alloy for high-temperature durability.
The CAMTRONIC system fitted to 1.6-liter variants provides two-stage intake
valve lift: a low lift of 3.5 mm (0.138 in) for part-load operation and a high
lift of 9.0 mm (0.354 in) for full-load conditions. This system reduces
throttling losses and improves fuel economy. Hydraulic lash adjusters are
positioned within the cylinder head casting, actuated by roller finger followers
that incorporate needle bearings for friction reduction.
The fuel system operates as a third-generation direct
injection arrangement with a high-pressure pump driven by the intake camshaft.
System pressure is regulated between 100 and 200 bar (1,450 and 2,900 psi)
depending on engine load and speed, with peak pressures reaching 200 bar under
high-demand conditions. Piezoelectric injectors are mounted centrally within
each combustion chamber, positioned between the four valves to direct fuel
precisely toward the spark plug gap.
These injectors enable up to five separate injection events per combustion
cycle, including pilot injections for noise reduction and multiple main
injections for optimized mixture formation. The low-pressure fuel system
incorporates a fuel pump module within the fuel tank delivering fuel to the
high-pressure pump at approximately 5 bar (72.5 psi).
Fuel composition is regulated for a minimum of 95 RON octane rating for
1.6-liter variants and 98 RON for 2.0-liter variants to achieve specified power
outputs. The system incorporates a returnless fuel line configuration, with
excess fuel from the high-pressure pump returning to the tank through an
internal bypass.
The lubrication system is a fully pressurized wet-sump
design incorporating a variable-displacement vane-type oil pump mounted on the
crankshaft within the timing chain cover. The pump adjusts output based on
engine speed and load, reducing parasitic losses during low-demand operation.
System pressure varies between 2.0 and 4.5 bar (29.0 and 65.3 psi) depending on
operating conditions.
The oil filter is a spin-on canister type with a replaceable element and
integrated bypass valve set at 2.5 bar (36.3 psi) differential pressure. Oil
galleries are cast into the cylinder block and cylinder head, delivering
lubricant to the main bearings, connecting rod bearings, camshaft bearings, and
hydraulic lifters. Piston cooling is achieved through oil jets directed at the
underside of the piston crowns, these jets being integrated into the main
bearing caps.
Oil capacity is 5.8 liters (6.1 qt) including the filter. Recommended oil
viscosity is SAE 0W-40 or 5W-40 meeting Mercedes-Benz specification 229.5 for
extended service intervals. An oil level sensor mounted in the sump provides
continuous level monitoring to the instrument cluster.
The cooling system operates on a pressurized
closed-loop principle with an electrically driven water pump replacing the
conventional belt-driven design. This arrangement allows coolant circulation
independent of engine speed, enabling post-shutdown cooling of the turbocharger
and rapid warm-up during cold starts. A split cooling concept separates the
cylinder head and cylinder block cooling circuits, with the head receiving full
flow while block flow is restricted until operating temperature is reached.
The system incorporates an electronically controlled rotary vane thermostat with
an opening temperature of 105°C (221°F) under normal operation, reducing to 95°C
(203°F) under high load. System pressure is regulated by a spring-loaded cap at
1.4 bar (20.3 psi). Coolant composition is specified as ethylene glycol-based
antifreeze mixed with demineralized water in a 50:50 ratio.
The turbocharger bearing housing incorporates a dedicated coolant circuit with
supply and return lines to prevent localized overheating after engine shutdown.
An auxiliary electric coolant pump supplements circulation during start-stop
events and post-shutdown cooling phases.
The ignition system utilizes individual coil-on-plug
units mounted directly over each spark plug, with iridium-tipped spark plugs
specified for 100,000 km (62,137 mi) service intervals. Spark plug gap is
factory set at 0.7 mm (0.028 in). The exhaust system incorporates a
close-coupled catalytic converter positioned immediately downstream of the
turbocharger turbine outlet, with lambda sensors located before and after the
catalyst for closed-loop fuel control.
The positive crankcase ventilation system routes blow-by gases through an
integrated oil separator within the cylinder head cover, returning separated oil
to the sump and directing vapors to the intake tract. The vacuum system supplies
the brake booster via an electric vacuum pump, as the turbocharged engine does
not generate sufficient manifold vacuum for brake assist.
Engine mounts are hydraulically damped units with active damping on certain
applications to reduce vibration transmission to the vehicle structure. The
integrated starter-generator operates the Eco start-stop system, restarting the
engine within 300 milliseconds after a stop event.
Length measured from the front of the crankshaft pulley
to the flywheel mounting face is 620 mm (24.41 in). Width across the cylinder
head and intake manifold ranges from 580 to 610 mm (22.83 to 24.02 in). Height
from the oil sump mounting flange to the top of the cylinder head cover is 670
mm (26.38 in).
The engine dry weight without accessories is
137 kg (302 lb) for the 1.6-liter variant and 139 kg (306 lb) for the
2.0-liter variant, representing a significant reduction compared to
previous cast-iron block engines.
Oil change intervals are specified at 25,000 km (15,534
mi) or 12 months under normal operating conditions when using Mercedes-Benz
229.5 approved synthetic oils, reduced to 15,000 km (9,321 mi) for severe duty
applications. Spark plug replacement intervals are 60,000 km (37,282 mi) for
early production engines and 100,000 km (62,137 mi) for models equipped with
iridium plugs.
Coolant replacement is recommended every five years or 150,000 km (93,206 mi)
using Mercedes-Benz-approved antifreeze. Air filter element replacement occurs
at 60,000 km (37,282 mi) intervals. Drive belt inspection is required every
30,000 km (18,641 mi), with replacement every 120,000 km (74,565 mi) for the
poly-V belt driving auxiliary components.
Timing chain inspection is not routinely scheduled, as the chain is designated
for the service life of the engine. Fuel filter replacement is integrated into
the in-tank fuel pump module and is not a separately scheduled maintenance item.
Carbon deposit cleaning on intake valves may be required at higher mileages,
typically beyond 130,000 km (80,778 mi), depending on operating conditions and
oil quality.
Cylinder head bolts follow a multi-stage angular
tightening procedure. Initial torque for M10 x 1.25 bolts is 40 Nm (30 lb-ft),
followed by a 90-degree rotation, then a second 90-degree rotation after a
15-minute settling period. Main bearing cap bolts for M10 x 1.0 fasteners
receive 20 Nm (15 lb-ft) plus 90 degrees. Connecting rod cap bolts for M8 x 1.0
fasteners are torqued to 20 Nm (15 lb-ft) plus 80 degrees.
Camshaft bearing cap bolts for M7 fasteners receive 12 Nm (106 lb-in). Intake
manifold to cylinder head bolts for M6 fasteners are torqued to 9 Nm (80 lb-in).
Exhaust manifold to cylinder head bolts for M8 fasteners receive 25 Nm (18
lb-ft). Flywheel to crankshaft bolts for M12 fasteners are torqued to 90 Nm (66
lb-ft) plus 90 degrees. Crankshaft pulley bolt for M16 fastener receives 200 Nm
(148 lb-ft) plus 120 degrees.
Oil filter housing bolts for M8 fasteners are torqued to 25 Nm (18 lb-ft).
Thermostat housing bolts for M6 fasteners receive 9 Nm (80 lb-in). Water pump
mounting bolts for M7 fasteners are torqued to 15 Nm (11 lb-ft). Knock sensor
bolts for M8 fasteners receive 20 Nm (15 lb-ft). Injector clamp bolts for M6
fasteners are torqued to 12 Nm (106 lb-in).
The M270 engine was installed across the Mercedes-Benz
front-wheel-drive compact vehicle range. The A-Class W176 received the 1.6-liter
M270 in A180 and A200 variants from 2012 to 2018, with the 2.0-liter M270
powering the A250 and A250 Sport. The B-Class W246 utilized the 1.6-liter in
B180 and B200 configurations and the 2.0-liter in B250 from 2011 to 2018.
The CLA-Class C117 employed the 1.6-liter in CLA180 and CLA200, while the CLA250
received the 2.0-liter across production years 2013 to 2019. The GLA-Class X156
featured the 1.6-liter in GLA180 and GLA200, with the GLA250 utilizing the
2.0-liter from 2014 to 2019. Under the technical collaboration with Nissan, the
Infiniti Q30 and QX30 received the M270 2.0-liter in 2.0t trim producing 208 hp
(155 kW), marketed as the M270 DE 20 AL with Infiniti-specific calibration.
The engine also appeared in limited production for the Mercedes-Benz C-Class
W205 in certain markets where the M274 longitudinal variant was substituted with
transverse packaging constraints.
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