Mercedes Benz M104 2.8L Stock/Modified in Automation game.
29#automation #bsharnasri #pcgamer n 1993, two capacities replaced the 3.0 litre: a 2.8 litre replaced an old single-cam M103 engine and a 3.2 litre replaced a double-cam M104.98X. The 2.8 L M104 produced 193 hp (142 kW). Max torque was 270 N·m or 199 ft/lbs at . Lubrication system is pressure circulation lubrication. Amount of oil in engine was 7.5 litres (which was later revised to 7 litres) and amount of coolant in engine is 9 litres. The 2.8 features dual overhead camshafts and four valves per cylinder. The camshaft is driven by duplex roller chain. The electrical starter motor produces 1.7 kW. Ignition system is ignition mapping control. The 2.8 L M104 was also used in the W202 C-Class model C280 and in the W140 S-Class model S280 (the latter was not sold in North America).
Whilst the M104 is known to be a reliable engine, there were some technical issues with smooth running. The wiring loom which passed from the Idle Speed Control unit (an electronic box situated in the engine bay) to the ignition coils (housed on the top of the engine) was enclosed under plastic covers. High temperatures were experienced in this region. In addition the plastic insulation was a type which degrades with time and heat.
The ignition coils provided current for two spark plugs each. A system of “Wasted spark” was used where one coil powers two spark plugs. But the coils were still subjected to a high heat zone.
Idle speed problems could be experienced if the coils / wiring breakdown damaged the Idle speed controller. This manifested itself with engine not idleing at the correct rpm, normally 667, but hunting could be experienced with the engine ranging up to 1200 rpm. If the coils become damaged they may still operate at low engine rpm normally, but at higher engine loads the coils can break down resulting in engine power loss as the number of power producing cylinders reduce from six to four or even in worse case scenarios two.
Wiring loom upgrade kits were made available with upgraded insulation to resist the heat.
Another problem area is the viscous coupling on the fan. This can degrade over time, resulting in slippage and reduced airflow through the radiator. Higher cooling water temperatures will result, which can overheat the radiator and cause thermal cracking of the radiator headers. (This is considered more of a wear-and-tear issue, which occur with most older cars.)
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