Mercedes-Benz M113K Specifications
| Engine Model: Mercedes-Benz M113K |
| Engine Type: 4-cycle 8-cylinder SOHC 24-valve supercharged liquid-cooled gasoline |
| Total Displacement: 332 cu.in (5.44 L) |
| Rated Engine Power: 469-476 Hp (350-355 kW) at 6100 rpm |
| Fuel System Type: Sequential multi-point electronic fuel injection |
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The Mercedes-Benz M113K engine is a
supercharged, gasoline-fueled V8 powerplant. It represents the
high-performance variant of the standard M113 engine family,
distinguished by its integrated, helical-type Lysholm supercharger and
air-to-liquid intercooler. Introduced in 2001, this engine was developed
to deliver substantial low-end torque and significant power output,
bridging the gap between atmospheric V8s and larger, more complex V12
engines.
The M113K combines a durable aluminum block and cylinder heads with
forced induction, resulting in a robust and responsive power unit. It is
renowned for its immediate throttle response and a broad, flat torque
curve. The engine's design emphasizes smoothness and tractability
alongside elevated performance, making it a landmark powerplant for
Mercedes-Benz and Mercedes-AMG vehicles of its era.
Engine family: M113 K (Kompressor).
Engine type: 90-degree V8, four-stroke Otto cycle with supercharger.
Displacement: 5439 cc (332 cubic inches).
Bore: 97.0 mm (3.819 inches).
Stroke: 92.0 mm (3.622 inches).
Compression ratio: 9.0:1.
Maximum power output: 476 Hp (355 kW) at 6100 rpm for AMG 55
applications. 469 Hp (350 kW) at 6100 rpm for non-AMG "55 Kompressor"
applications.
Maximum torque output: 516 lb-ft (700 Nm) at 2650 - 4500 rpm.
Firing order: 1-5-4-8-6-3-7-2.
Engine orientation: Longitudinal.
Aspiration: Helical screw-type supercharger (Lysholm design) with
integrated air-to-liquid intercooler.
Fuel type: Premium unleaded gasoline (91 RON minimum).
Recommended oil grade: SAE 0W-40 or 5W-40, meeting Mercedes-Benz
specification 229.5.
Oil capacity: 8.0 liters (8.5 U.S. quarts), including filter.
Coolant capacity: 13.0 liters (13.7 U.S. quarts).
The cylinder block is a cast aluminum alloy (AlSi7Mg) with patented
silitec cylinder liners. The liners use a silicon-rich aluminum alloy
coating applied by a rotational process, providing a wear-resistant
surface for the piston rings. This design reduces weight compared to a
cast iron block while maintaining durability. The block features a
90-degree V-angle and a cross-bolted main bearing design.
The crankshaft is a forged steel component with five main bearings. Each
main bearing cap is secured by two vertical bolts and two lateral
cross-bolts, creating an exceptionally rigid lower engine structure. The
connecting rods are forged from steel. Pistons are aluminum alloy, with
a specific crown design to achieve the 9.0:1 compression ratio, and are
cooled by oil spray jets. Two compression rings and one oil control ring
are fitted per piston.
Each bank uses a separate cast aluminum alloy cylinder head with three
valves per cylinder (two intake, one exhaust). The valve train employs a
single overhead camshaft (SOHC) per bank, driven by a duplex roller
chain from the crankshaft. Camshaft adjustment is via a hydraulic
adjuster on the intake sprocket, providing variable intake timing. Valve
actuation is via roller rocker arms, which reduce friction.
The use of three valves per cylinder represents a design compromise for
optimal gas flow and packaging with the supercharger assembly. Intake
valves have a head diameter of 35.5 mm (1.398 inches). The single larger
exhaust valve has a head diameter of 38.0 mm (1.496 inches). Valve seats
are hardened, and valve guides are pressed into the head.
The fuel system is a sequential, multi-port electronic fuel injection
setup. It is managed by a Bosch ME 2.8 engine control unit. The system
uses hot-film air mass metering to calculate load. Fuel is delivered by
an in-tank electric fuel pump to a common fuel rail. The fuel pressure
is regulated at the rail.
The injectors are mounted in the intake manifold, directly before the
intake ports. The supercharger's presence requires precise fuel and
ignition timing control to prevent detonation under boost. The system
incorporates two knock sensors (one per cylinder bank) for real-time
monitoring and adjustment.
The lubrication system is a pressure-fed, full-flow filtration wet-sump
design. A dual-stage oil pump, driven by a chain from the crankshaft,
ensures adequate pressure across all engine speeds. Oil is drawn from
the aluminum sump through a pickup screen, pressurized, and directed
through a full-flow spin-on oil filter. From the filter housing, oil
flows into the main gallery.
It supplies the crankshaft main and connecting rod bearings, the
cylinder heads, the hydraulic camshaft adjusters, and the chain
tensioners. Specific oil spray jets are directed at the underside of
each piston crown for cooling. A liquid-to-oil heat exchanger,
integrated with the engine cooling system, manages oil temperature. Oil
level is monitored by an electronic sensor.
The cooling system is a pressurized, split-circuit design. The primary
circuit cools the cylinder block and heads via a centrifugal water pump.
A separate, secondary low-temperature circuit exists specifically for
the charge air cooler (intercooler).
This circuit uses its own electric pump and a dedicated radiator to cool
the coolant that flows through the intercooler integrated into the
supercharger manifold, lowering intake air temperature. The thermostat
is electronically controlled. The main radiator is of aluminum
construction with plastic header tanks.
The supercharger is a helical screw-type (Lysholm) compressor. It is
belt-driven from the crankshaft via a dedicated electromagnetic clutch,
allowing it to be disengaged under low engine load. The intercooler is a
water-to-air type mounted directly atop the intake manifold. The
ignition system is a static high-voltage distribution system with one
coil per cylinder, mounted directly on the spark plugs (coil-on-plug).
The engine uses individual electronic throttle bodies (one per cylinder
bank).
The external dimensions of the M113K engine are defined by its V8 layout
and the substantial supercharger and intercooler assembly mounted in the
valley of the engine block. Approximate length is 750 mm (29.53 inches).
Approximate width is 800 mm (31.50 inches). Approximate height is 700 mm
(27.56 inches). These dimensions include major ancillary components. The
dry weight of a complete M113K engine, with all fluids and standard
accessories, is approximately 230 kg (507 lbs).
Engine oil and filter change interval is 10,000 miles (16,000 km) or 1
year under normal service conditions, as per Mercedes-Benz service
schedules for AMG models. Severe duty requires more frequent changes.
Spark plug replacement interval is 60,000 miles (96,000 km) or 4 years.
The supercharger drive belt and main serpentine accessory belt should be
inspected every 20,000 miles (32,000 km) and replaced at signs of wear
or cracking.
The supercharger clutch operation should be verified during diagnostics.
The timing chain system is designed for long service life and does not
have a scheduled replacement. Coolant replacement for both the main and
auxiliary low-temperature circuits is recommended every 15 years or
150,000 miles (240,000 km). Air filter service intervals are 30,000
miles (48,000 km).
All torque values are for clean threads. Some fasteners use angle
tightening procedures. Cylinder head bolts are tightened in a
multi-stage sequence: initial torque 50 Nm (37 lb-ft), final torque 90
degrees rotation. Main bearing cap bolts (vertical): 50 Nm (37 lb-ft)
plus 90 degrees. Main bearing cap cross-bolts: 50 Nm (37 lb-ft).
Connecting rod cap bolts: 30 Nm (22 lb-ft) plus 90 degrees. Crankshaft
pulley bolt: 300 Nm (221 lb-ft) plus 90 degrees. Camshaft sprocket bolt:
100 Nm (74 lb-ft). Spark plugs: 25 Nm (18 lb-ft). Oil drain plug: 40 Nm
(30 lb-ft). Supercharger mounting fasteners require adherence to
specific sequences and torques outlined in service documentation.
The Mercedes-Benz M113K engine was exclusively used in high-performance
"55 AMG" and "55 Kompressor" branded vehicles between 2001 and 2006.
Primary applications include: W220 chassis (S-Class: S 55 AMG). C215
chassis (CL-Class: CL 55 AMG). R230 chassis (SL-Class: SL 55 AMG). W211
chassis (E-Class: E 55 AMG). C209 chassis (CLK-Class: CLK 55 AMG).
It also powered the limited-production SLR McLaren supercar's early
development prototypes, though the production SLR used a different,
supercharged M155 V8. The engine was succeeded by the naturally
aspirated M156 6.2-liter V8 and later, the twin-turbocharged M157 V8.
Its legacy is defined by delivering formidable supercharged performance
with characteristic Mercedes-Benz refinement.
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