Mercedes-Benz M176 Specifications
| Engine Model: Mercedes-Benz M176 |
| Engine Type: 4-cycle 8-cylinder DOHC 32-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 243 cu.in (3.98 L) |
| Rated Engine Power: 416-496 Hp (310-370 kW) at 6000 rpm |
| Fuel System Type: Gasoline direct injection |
____________________________________________________________________________________
The Mercedes-Benz M176 is a 4.0-liter,
twin-turbocharged V8 engine introduced in 2015 as the premium passenger car
variant within Mercedes-Benz’s modular V8 family. Positioned alongside the
dry-sump M178 used in the AMG GT and the higher-performance M177 employed in
63-series AMG models, the M176 was engineered to replace the 4.7-liter M278 V8.
Its development centered on the principle of downsizing: achieving superior
efficiency and reduced emissions through a smaller displacement augmented by
advanced forced induction, while maintaining or exceeding the power delivery
characteristics of its predecessor.
The M176’s architecture introduced a radical departure from conventional V8
layout. By positioning the two twin-scroll turbochargers within the 90-degree
cylinder bank - a configuration designated as the “Hot Inner V” - engineers
achieved a compact overall package, shortened intake paths, and substantially
reduced turbocharger lag. This layout necessitated advanced material solutions,
including zirconium-alloy cylinder heads capable of withstanding the
concentrated thermal load generated by the centrally mounted turbos.
The engine also incorporated CAMTRONIC cylinder deactivation, a system that
selectively deactivates four cylinders under partial load to reduce fuel
consumption without compromising the characteristic smoothness expected of a
Mercedes-Benz V8. The M176’s power output was calibrated to prioritize
effortless torque and refinement across the engine speed range, distinguishing
it from the more aggressive calibrations of its AMG siblings. Over its
production life, the engine evolved to incorporate 48-volt mild-hybrid
technology with an integrated starter generator, enhancing responsiveness and
further reducing fuel consumption.
Engine Type: 90° V8, 4-cycle, twin-turbocharged, water-cooled.
Displacement: 3,982 cc (243.0 cu.in).
Bore: 83.0 mm (3.27 in).
Stroke: 92.0 mm (3.62 in).
Compression Ratio: 10.5:1.
Firing Order: 1-5-4-8-6-3-7-2.
Maximum Power Output (G 500): 310 kW (416 hp) @ 5,250-6,000 rpm.
Maximum Power Output (S 560): 345 kW (463 hp) @ 5,250-6,000 rpm.
Maximum Power Output (S 580 w/EQ Boost): 370 kW (496 hp) @ 5,500-6,500 rpm.
Maximum Torque Output (G 500): 610 Nm (450 lb-ft) @ 2,000-4,750 rpm.
Maximum Torque Output (S 560 / S 580): 700 Nm (516 lb-ft) @ 2,000-4,500 rpm.
Redline: 6,500 rpm with fuel cutoff at 6,800 rpm.
Valvetrain Configuration: Dual Overhead Camshaft (DOHC) per cylinder bank,
operating 32 valves (4 valves per cylinder). Continuous variable valve timing on
intake and exhaust camshafts.
The cylinder block is manufactured from cast aluminum
alloy using high-pressure die-casting techniques to reduce overall engine mass.
The closed-deck design incorporates cast-in-place iron-coated cylinder bores
treated with the NANOSLIDE process.
This proprietary coating involves spraying a thin layer of iron-carbon alloy
onto the cylinder bore surfaces under high velocity, followed by a precision
honing process that yields an exceptionally smooth, low-friction surface. The
NANOSLIDE coating reduces internal friction by approximately 50 percent compared
to conventional cast iron liners while improving heat transfer and wear
resistance.
Bore diameter measures 83.0 mm (3.27 in) with a piston stroke of 92.0 mm (3.62
in), yielding a displacement of 3,982 cc (243.0 cu.in). The engine adopts a
square architecture with a stroke-to-bore ratio of 1.108, balancing low-end
torque generation with high-rpm capability. The cylinder block incorporates a
deep-skirt design extending below the crankshaft centerline, enhancing lateral
rigidity and vibration damping.
The crankshaft is forged from high-strength micro-alloy steel with
induction-hardened journal surfaces. Main bearing journal diameter measures 60.0
mm (2.36 in), and connecting rod journal diameter measures 52.0 mm (2.05 in).
Five main bearings support the crankshaft, with thrust washers positioned at the
center main bearing to control axial play.
Connecting rods are manufactured from forged high-carbon steel with a
fracture-split big end design for precise cap alignment. Pistons are cast
aluminum with a reinforced ring land area to withstand the elevated cylinder
pressures generated by twin turbocharging. The piston ring pack comprises a
low-friction compression ring, a tapered second ring, and a three-piece oil
control ring.
Two cylinder heads are utilized, one for each cylinder
bank, manufactured from a zirconium-aluminum alloy. This material selection was
mandated by the “Hot Inner V” configuration, as the centrally mounted
turbochargers generate concentrated thermal loads that exceed the capacity of
conventional aluminum alloys. The zirconium content provides enhanced
high-temperature strength and resistance to thermal fatigue.
Each cylinder head contains 16 valves: eight intake valves and eight exhaust
valves. Intake valve diameter measures 33.0 mm (1.30 in), while exhaust valve
diameter measures 29.0 mm (1.14 in). Valve stem diameter is 5.0 mm (0.20 in) for
both intake and exhaust, a reduction from earlier engine families to reduce
valvetrain mass and friction. Hollow-stem exhaust valves are sodium-filled to
enhance heat transfer from the valve head to the valve guide.
The valvetrain is driven by a silent-type timing chain arrangement. A primary
chain connects the crankshaft sprocket to an intermediate shaft located between
the cylinder banks, with secondary chains routing from the intermediate shaft to
each camshaft sprocket. Chain guides and hydraulic tensioners maintain
consistent tension throughout the engine’s service life.
Continuous variable valve timing (VVT) is applied to both intake and exhaust
camshafts on each cylinder bank. Camshaft phasers utilize hydraulic actuation
controlled by solenoid valves, with an adjustment range of 40 degrees crankshaft
angle on the intake side and 35 degrees on the exhaust side.
Cylinder deactivation (CAMTRONIC) is integrated into the valvetrain. Adjustable
camshaft segments, actuated by electromechanical switching elements, shift the
cam profile for cylinders 2, 3, 5, and 8 from a high-lift profile to a zero-lift
profile under partial-load conditions.
When deactivated, the valves remain closed, and fuel injection ceases on those
cylinders. The system transitions between four-cylinder and eight-cylinder
operation within 20 milliseconds, with activation occurring in the engine speed
range of 800-3,600 rpm.
Valve clearance is maintained via hydraulic lash adjusters integrated into the
cylinder head casting. Roller finger followers reduce friction at the
cam-to-valve interface and accommodate the CAMTRONIC switching mechanism.
The M176 employs a third-generation direct injection
system operating at high pressure. Fuel is delivered via a two-stage system: a
low-pressure pump within the fuel tank supplies fuel at 4.0-6.0 bar (58-87 psi)
to a high-pressure pump mounted on the cylinder bank. The high-pressure pump is
a single-piston, quantity-controlled unit driven by a cam lobe on the
intermediate shaft.
Fuel rail pressure is regulated up to 200 bar (2,900 psi) under high-load
conditions, with pressure modulated by the engine control unit based on load and
engine speed. The injectors are piezoelectric-actuated units with eight-hole
nozzles.
Piezoelectric technology enables multiple injection events per combustion cycle
- up to five distinct injections - including pilot injections for combustion
noise reduction, main injection for power delivery, and post-injections for
exhaust aftertreatment management. Injectors are mounted centrally within the
cylinder heads, directing fuel directly into the combustion chamber.
The engine management system utilizes a 32-bit Bosch ECU (ME 17) operating in
closed-loop control. Inputs include hot-film mass airflow sensors for each
cylinder bank, camshaft position sensors, crankshaft position sensor, engine
coolant temperature sensor, intake air temperature sensors, charge air
temperature sensors, and wideband oxygen sensors positioned before and after
each catalytic converter.
The lubrication system utilizes a variable-displacement
vane-type oil pump mounted to the front of the crankshaft. The pump incorporates
a control valve that adjusts displacement based on engine speed, load, and oil
temperature, reducing parasitic losses by providing only the oil flow required
for current operating conditions. Maximum oil pressure is regulated to 5.5-6.5
bar (80-94 psi).
Total oil capacity including filter is 9.0-9.5 liters (9.5-10.0 qt), with
variations depending on the presence of the optional auxiliary oil cooler.
Recommended oil viscosity is 0W-20, 0W-30, or 5W-30, meeting Mercedes-Benz
specification 229.5 or 229.71 for low-viscosity formulations. Oil pressure
specifications require a minimum of 1.0 bar (15 psi) at warm idle and 3.0-4.0
bar (44-58 psi) at 3,000 rpm.
An air-oil separator (AOS) system is integrated into the engine’s crankcase
ventilation circuit. Given the “Hot Inner V” configuration, the AOS incorporates
multiple separation stages - cyclonic and coalescing - to minimize oil carryover
into the intake system. The oil cooler is a liquid-to-oil plate-type heat
exchanger mounted to the oil filter housing, utilizing engine coolant to
stabilize oil temperature.
The cooling system is pressurized and utilizes a
centrifugal water pump driven by the accessory drive belt. The pump features a
cast aluminum housing and a composite impeller. An electric auxiliary water pump
is incorporated to maintain coolant circulation through the turbocharger
housings after engine shutdown, preventing localized boiling and thermal damage
to bearing assemblies.
Thermostat type is an electronically controlled wax-pellet unit integrated into
the coolant outlet housing. The system incorporates a map-controlled thermostat,
where the engine control unit can vary the opening temperature between 85-105 °C
(185-221 °F) based on operating conditions, optimizing thermal efficiency under
varying loads.
Total coolant capacity ranges from 11.0-12.5 liters (11.6-13.2 qt), inclusive of
the engine block, radiator, heater core, charge air coolers, and oil cooler
circuits. The cooling system is divided into a high-temperature circuit for the
engine and a low-temperature circuit for the charge air coolers and turbocharger
bearings. System pressure is controlled by a radiator cap rated at 1.4 bar (20
psi).
Aspiration System: The M176 employs two twin-scroll
turbochargers mounted within the 90-degree V of the cylinder bank. Each
turbocharger serves one cylinder bank, with exhaust gas routing separated by
cylinder bank and firing order to optimize scavenging. The twin-scroll design
separates exhaust pulses from the two cylinders feeding each turbocharger,
minimizing interference and improving transient response. Maximum boost pressure
ranges from 1.2-1.5 bar (17-22 psi) absolute depending on engine speed and load.
Charge air is routed from each turbocharger through an air-to-water charge air
cooler integrated into the intake manifold, followed by a throttle body for each
cylinder bank.
Timing System: The timing chain system incorporates three chains: a primary
chain driving the intermediate shaft and two secondary chains driving the
camshafts. Chain service life is designed to exceed 200,000 km (124,000 mi)
under normal operating conditions.
Exhaust Aftertreatment: The engine is equipped with a close-coupled catalytic
converter on each cylinder bank, positioned immediately downstream of the
turbocharger outlets to achieve rapid light-off during cold starts. Each bank
utilizes a three-way catalytic converter with oxygen storage capacity. Four
oxygen sensors are employed: two wideband air-fuel ratio sensors upstream of the
catalysts and two switching-type oxygen sensors downstream for catalyst
monitoring.
Engine Management: The Ecu.integrates control of fuel injection, ignition
timing, boost pressure, variable valve timing, cylinder deactivation, thermostat
operation, and cooling fan speed. Ignition system utilizes direct-acting
ignition coils mounted over each spark plug (coil-on-plug) with integrated
ion-sensing capability for combustion feedback. Spark plug type is
iridium-tipped with a gap of 0.7 mm (0.028 in).
Mild Hybrid System (M176M): Later variants incorporate a 48-volt mild-hybrid
system with an integrated starter generator mounted between the engine and
transmission. This system provides 15 kW (20 PS) of temporary power assistance
during acceleration, enables seamless engine start-stop operation, and recovers
energy during deceleration.
Overall Length: 720 mm (28.3 in) measured from
accessory drive pulley face to transmission mounting flange.
Overall Width: 870 mm (34.3 in) inclusive of turbocharger assemblies and intake
system.
Overall Height: 750 mm (29.5 in) from oil pan bottom surface to intake manifold
top surface.
Dry Weight: 209-215 kg (461-474 lb) depending on mild hybrid equipment and
accessory configuration.
Timing Chain: Inspection recommended at 160,000 km
(100,000 mi). Chain stretch measured by camshaft phaser position relative to ECU
reference values. Spark Plug Replacement Interval: 50,000 km (31,000 mi) for
iridium-tipped plugs. Drive Belt (accessory) Replacement Interval: 100,000 km
(62,000 mi) or when cracking, glazing, or wear is observed.
Engine Oil Change Interval: 15,000 km (9,300 mi) or 12 months, as determined by
the flexible service system (ASSYST). Maximum interval reduced to 10,000 km
(6,200 mi) for severe service conditions. Oil Filter Replacement Interval:
Replace with every oil change. Air Filter Element Replacement Interval: 45,000
km (28,000 mi) or as indicated by the maintenance system.
Coolant Change Interval: 120,000 km (75,000 mi) or 8 years. Idle Speed (warm,
neutral): 550-650 rpm, controlled by ECU. Fuel Pressure (high-pressure system):
40-200 bar (580-2,900 psi) regulated by ECU. Compression Pressure: Minimum 10.0
bar (145 psi) with no cylinder varying more than 2.0 bar (29 psi) from others.
Cylinder Head Bolts (cold), Step 1: 40 Nm (30 lb-ft)
Cylinder Head Bolts (cold), Step 2: 60 Nm (44 lb-ft).
Crankshaft Damper Pulley Bolt: 200-220 Nm (148-162 lb-ft).
Connecting Rod Cap Bolts: 35-40 Nm (26-30 lb-ft).
Main Bearing Cap Bolts: Step 1: 50 Nm (37 lb-ft).
Flywheel / Drive Plate Bolts: 90-100 Nm (66-74 lb-ft).
Camshaft Bearing Cap Bolts: 22-26 Nm (16-19 lb-ft).
Camshaft Sprocket Bolts: 100-110 Nm (74-81 lb-ft).
Valve Cover Bolts: 9-11 Nm (7-8 lb-ft).
Intake Manifold Bolts: 18-22 Nm (13-16 lb-ft).
Exhaust Manifold Nuts: 28-32 Nm (21-24 lb-ft).
Turbocharger Mounting Nuts: 45-50 Nm (33-37 lb-ft).
Oil Pan Bolts: 8-12 Nm (6-9 lb-ft) for M6 fasteners.
Oil Pan Bolts: 20-25 Nm (15-18 lb-ft) for M8 fasteners.
Timing Chain Tensioner: 40-45 Nm (30-33 lb-ft).
High-Pressure Fuel Pump Mounting Bolts: 20-25 Nm (15-18 lb-ft).
Fuel Injector Clamp Bolts: 25-30 Nm (18-22 lb-ft).
Spark Plugs: 23-28 Nm (17-21 lb-ft).
Water Pump Mounting Bolts: 10-12 Nm (7-9 lb-ft).
Thermostat Housing Bolts: 9-11 Nm (7-8 lb-ft).
Crankshaft Position Sensor Mounting Bolt: 8-10 Nm (6-7 lb-ft).
Knock Sensor: 20-25 Nm (15-18 lb-ft).
G-Class (W463 / W464): G 500 models from 2015 through
2024. The M176 was installed in the G 500, G 550, and G 500 4x4 variants,
providing the torque and durability required for off-road applications. The
engine was paired with a seven-speed or nine-speed automatic transmission
depending on production date.
S-Class (W222 / W223): S 560 and S 580 4MATIC models. The M176 served as the
mid-range V8 powertrain for the S-Class sedan and coupe, positioned between the
six-cylinder and AMG V8 offerings. The S 580 variant incorporated the 48-volt
mild-hybrid system with integrated starter generator.
E-Class (W213): E 550 and E 580 models in select markets, primarily North
America and China. The M176 was offered as the high-performance non-AMG V8
option for the E-Class sedan.
GLE-Class (V167): GLE 580 4MATIC. The M176 was introduced in the GLE luxury SUV
as the flagship non-AMG powertrain, delivering 360 kW (490 PS / 483 hp) and 700
Nm (516 lb-ft) with mild-hybrid assistance.
GLS-Class (X167): GLS 580 4MATIC. The M176 served as the mid-range V8 powertrain
for the full-size GLS SUV, positioned below the AMG 63 and Maybach variants,
providing the torque required for towing and heavy-load applications.
Maybach S-Class (X222 / Z223): S 560 and S 580 Maybach models utilized the M176
as the entry-level V8 powertrain, with calibration focused on extreme refinement
and low-end torque delivery.
____________________________________________________________________________________
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Industrial Engines Technical Specifications |
| Outboard Engines Technical Specifications |
