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The M274/M270 has a diecast aluminum cylinder block (crankcase) with open deck design. The cylinder liners are made of cast iron. The cylinder bore size of 83 mm (3.27 in) was unified for both 1.6-liter and 2.0-liter variants. But the difference of 18.3 mm (0.72 in) in stroke sizes gives a 0.4L gain in the total displacement. The M274/M270 uses a hollow-cast crankshaft with four counterweights to reduce its weight. The 2.0L version is equipped with a compact Lanchester module, which reduces engine NVH levels by inducing second-order inertial forces. This module is screwed onto the crankshaft bearing block from below. At the bottom, there is a diecast aluminum oil pan, which gives an additional rigidity. An oil pump seats inside the oil pan. The M274/M270 uses a regulated oil pump driven by the crankshaft via a toothed chain. The oil pressure is controlled by the ME-SFI (ME) control unite.
![Mods Mods](https://iiif.elifesciences.org/lax/49631%2Felife-49631-fig4-v1.tif/full/1500,/0/default.jpg)
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On top of the engine block, there is a 16-valve cylinder head made of high-strength aluminum alloy. The intake and exhaust valves are actuated by two individual, overhead mounted camshafts. Camshafts are chain driven by a toothed timing chain. The intake and exhaust camshafts have solenoids of the camshaft adjustment system providing variable valve timing. Some engines include the Camtronic mechanism on the intake side. This technology enables a switchover from a standard cam for the upper load range to a small cam in the partial load range. The intake valve diameter is 31.5 mm; the exhaust valve diameter is 25.0 mm. the valve stem diameter is 6.0 mm.
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The M274 and M270 engines feature direct fuel injection. The high-pressure fuel pump is located on the top of the cylinder head and driven by the intake camshaft. It produces up to 200 bar of fuel pressure for the fuel rail. The direct injection uses modern high-pressure piezo injectors, providing up to five fuel injections into the combustion chamber during a cycle. Direct injectors are centrally located, while the spark plugs were moved to the exhaust side and placed between exhaust valves.
In order to improve efficiency and increase engine power and torque, the M274/M270 was equipped with a single-stage turbocharger (IHI AL0071 and IHI AL0070 - for 1.6L and 2.0L). The exhaust manifold and turbocharged form one module (they are welded together). The boost pressure is electronically controlled (the max boost is 1.1 bar). The intake system also includes an air-to-air type intercooler, which cools hot compressed air. The M274/M270 engine also has an electronically controlled thermostat, shut-off mechanism for the coolant pump, single- and multi-spark ignition modes, alternator management system, Bosch MED 17.7.2 engine control unit, and three-way catalytic converter. The engine series is compliant with the EU 6, EU 6d-TEMP emissions standard.
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From 2017, Mercedes replaces the M274/M270 engines by the newest 1.5-liter and 2.0-liter successors - the M260/M264 engines.