Mercedes-Benz M133 Specifications
| Engine Model: Mercedes-Benz M133 |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 121.5 cu.in (1.99 L) |
| Rated Engine Power: 355-375 Hp (265-280 kW) at 6000 rpm |
| Fuel System Type: BlueDIRECT fuel injection |
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The Mercedes-Benz M133 is a high-performance 2.0-liter
turbocharged inline-four engine developed by Mercedes-AMG. Debuting in 2013, it
was the first four-cylinder engine in AMG's history and for several years held
the title of the world's most powerful series-production four-cylinder engine.
Designed exclusively for the MFA (Modular Front Architecture) platform, the M133
represented a paradigm shift for AMG, applying race-bred engineering principles
to a transverse-mounted, compact package. Hand-built at the Kolleda plant
following AMG's "One Man, One Engine" philosophy, this powerplant combined
extreme specific output with the durability required for daily driving.
The M133 engine established a new benchmark for four-cylinder performance,
achieving a specific output exceeding 180 hp per liter in its upgraded form. Its
architecture integrates advanced technologies derived from Mercedes-Benz’s
high-performance divisions, including a twin-scroll turbocharger operating at
elevated boost pressures, NANOSLIDE cylinder wall coating for friction
reduction, and a sophisticated air-to-water intercooling system.
The engine’s forged steel crankshaft and forged pistons provide the necessary
strength to withstand peak combustion pressures generated by the 1.8 bar (26.1
psi) maximum charge pressure. The M133’s power delivery is characterized by
minimal turbo lag, a broad torque plateau, and a willingness to rev to its 6,700
rpm redline. Its exclusive application across the 45 AMG model range solidified
the compact AMG lineup as a legitimate competitor to established performance
marques.
Engine Type: Inline 4-cylinder, 4-cycle, water-cooled turbocharged gasoline
engine.
Displacement: 1,991 cc (121.5 cu.in), equivalent to 2.0 L.
Valvetrain: DOHC, 16 valves (4 per cylinder).
Fuel System: BlueDIRECT direct injection with piezo-electric injectors.
Aspiration: Single twin-scroll turbocharger with air-to-water intercooler.
Bore: 83.0 mm (3.27 in).
Stroke: 92.0 mm (3.62 in).
Compression Ratio: 8.6:1.
Firing Order: 1-3-4-2.
Maximum Power (Initial, 2013-2015): 265 kW (360 PS, 355 hp) @ 6,000 rpm.
Maximum Torque (Initial, 2013-2015): 450 Nm (332 lb-ft) from 2,250 to 5,000 rpm.
Maximum Power (Upgraded, 2015-2019): 280 kW (381 PS, 375 hp) @ 6,000 rpm.
Maximum Torque (Upgraded, 2015-2019): 475 Nm (350 lb-ft) from 2,250 to 5,000
rpm.
Maximum Engine Speed: 6,700 rpm (electronically governed).
Maximum Boost Pressure: 1.8 bar (26.1 psi) absolute charge pressure.
The cylinder block is constructed from aluminum alloy
using high-pressure die-casting techniques to achieve the necessary strength
while minimizing mass. The closed-deck design provides enhanced rigidity around
each cylinder bore to withstand the elevated combustion pressures associated
with high boost operation. Cylinder bores are coated with NANOSLIDE, an
iron-carbon alloy applied via a twin-wire arc spray process.
This coating creates a mirror-smooth surface with hardness exceeding
conventional cast-iron liners, significantly reducing friction and wear while
improving heat dissipation. The block incorporates a deep-skirt configuration
extending below the crankshaft centerline, reinforced with a structural aluminum
oil pan that acts as a structural member, increasing overall powertrain
stiffness. Integrated piston cooling oil jets are mounted within the block,
directing continuous oil streams to the underside of each piston crown.
The cylinder head is manufactured from aluminum alloy
with zirconium infusion in critical areas to enhance thermal conductivity and
high-temperature strength. The DOHC arrangement features four valves per
cylinder actuated through low-friction roller cam followers equipped with
hydraulic lash adjusters. Intake valves measure 34.0 mm (1.34 in) in diameter,
while exhaust valves measure 29.0 mm (1.14 in).
The exhaust valves are sodium-filled to improve heat transfer from the valve
head to the stem, enabling them to withstand the elevated exhaust gas
temperatures generated by high-output turbocharged operation. The camshafts
feature variable valve timing on both intake and exhaust sides, with hydraulic
actuators adjusting camshaft phase across a range of 40 degrees on the intake
side and 45 degrees on the exhaust side. The valvetrain operates with
interference geometry, requiring precise timing maintenance to prevent
valve-to-piston contact.
The fuel system employs BlueDIRECT third-generation
direct injection technology utilizing piezo-electric injectors capable of
multiple injection events per combustion cycle. The high-pressure fuel pump,
driven by a dedicated cam lobe on the exhaust camshaft, generates fuel pressures
up to 200 bar (2,900 psi) at the common rail. The piezo injectors feature a
six-hole nozzle design that atomizes fuel into fine droplets for optimized
mixture formation.
The system operates in stratified-charge mode under light loads to improve fuel
efficiency, transitioning to homogeneous mode under higher load demands. The
injection strategy incorporates up to five injection events per cycle, including
pilot injections to reduce combustion noise and main injections for power
delivery, with post-injections utilized for exhaust aftertreatment management.
The lubrication system is a forced-feed, wet-sump
configuration with a dual-stage oil pump designed to meet the demands of high
lateral acceleration in AMG applications. The first stage supplies the main oil
circuit, while the second stage provides additional suction to the pump from the
oil pan during cornering, ensuring consistent oil supply under all driving
conditions. Oil is drawn from a structural aluminum oil pan through a baffled
strainer before pressurization.
A cartridge-type oil filter with an integrated bypass valve is mounted
externally on the cylinder block. The system supplies lubricant to the
crankshaft main bearings, connecting rod bearings, camshaft journals, roller cam
followers, turbocharger center bearing, and piston cooling jets. An oil-to-water
heat exchanger integrated into the oil filter housing maintains oil temperature
within optimal operating ranges.
The cooling system incorporates a dual-circuit
architecture derived from the SLS AMG, separating high-temperature and
low-temperature circuits for optimized thermal management. The high-temperature
circuit services the cylinder block, cylinder head, and heater core, utilizing a
mechanical water pump driven by the accessory belt. The low-temperature circuit
is dedicated to the charge air cooling system, employing an electric water pump
that continues to circulate coolant through the air-to-water intercooler after
engine shutdown to prevent heat soak.
The air-to-water intercooler, integrated into the intake manifold assembly,
reduces intake air temperature after compression by the turbocharger. A wax-type
thermostat regulates the high-temperature circuit, while the low-temperature
circuit operates under ECU control based on charge air temperature and engine
load.
A stainless-steel exhaust manifold is integrated with
the turbocharger housing in a compact arrangement. The system includes a
close-coupled catalytic converter and an electronically controlled exhaust flap
that modulates backpressure and sound characteristics based on driving mode
selection.
The engine utilizes a direct ignition system with
individual pencil-type ignition coils mounted directly over each spark plug.
Iridium-tipped spark plugs are specified for extended service intervals and
reliable ignition under high cylinder pressures.
A twin-scroll turbocharger, manufactured by BorgWarner,
utilizes divided exhaust passages to separate exhaust pulses from cylinders 1
and 4 from those of cylinders 2 and 3. This design improves exhaust gas energy
utilization, reducing turbo lag and enabling the high boost pressure of 1.8 bar
(26.1 psi). The turbocharger incorporates a water-cooled bearing housing with
its own dedicated coolant circuit.
Timing System: The camshafts are driven by a
silent-type timing chain. The system consists of a single chain connecting the
crankshaft sprocket, intake camshaft sprocket, and exhaust camshaft sprocket,
with both sprockets incorporating variable valve timing actuators. A hydraulic
chain tensioner, supplied with oil pressure from the lubrication system,
maintains consistent chain tension throughout the engine’s operational life.
Crankshaft Assembly: The forged steel crankshaft is cross-drilled for improved
oil flow to the connecting rod bearings. Forged aluminum pistons feature
reinforced ring lands and an optimized crown design to withstand peak combustion
pressures. Connecting rods are manufactured from forged steel with
fracture-split caps for precise bearing alignment.
Overall Engine Length: 540 mm (21.26 in).
Overall Engine Width: 630 mm (24.80 in).
Overall Engine Height: 710 mm (27.95 in).
Dry Weight: The complete engine assembly weighs 148 kg (326 lb), inclusive of
the turbocharger, intercooler assembly, and all ancillary components.
Engine Oil Capacity (with Filter): 5.8 liters (6.1 qt).
Engine Oil Specification: SAE 0W-40 or 5W-40 viscosity recommended.
Coolant Capacity (High-Temperature Circuit): 7.2 liters (7.6 qt).
Coolant Capacity (Low-Temperature Circuit): 2.5 liters (2.6 qt).
Spark Plug Type: NGK ILZKBR7B8DG or equivalent iridium-tipped plug.
Spark Plug Gap: 0.7-0.8 mm (0.028-0.031 in).
Spark Plug Replacement Interval: 60,000 km (37,000 mi) for high-performance
applications.
Valve Clearance: Hydraulic lash adjusters automatically maintain clearance.
Air Filter Replacement: 40,000 km (25,000 mi) for standard service.
Timing Chain Inspection: Inspection of chain tensioner and guide wear is
recommended at 80,000 km (50,000 mi) under high-performance usage conditions.
Cylinder Head Bolts, Step 1: 40.0 Nm (4.1 kgf-m, 30
lb-ft).
Cylinder Head Bolts, Step 2: 80.0 Nm (8.2 kgf-m, 59 lb-ft).
Main Bearing Cap Bolts, Step 1: 20.0 Nm (2.0 kgf-m, 15 lb-ft).
Main Bearing Cap Bolts, Step 2: 50.0 Nm (5.1 kgf-m, 37 lb-ft).
Connecting Rod Cap Bolts: 30.0 Nm (3.1 kgf-m, 22 lb-ft)
Camshaft Bearing Cap Bolts: 10.0-12.0 Nm (1.0-1.2 kgf-m, 7-9 lb-ft).
Intake Manifold Bolts: 20.0-25.0 Nm (2.0-2.5 kgf-m, 15-18 lb-ft).
Exhaust Manifold Nuts: 35.0-40.0 Nm (3.6-4.1 kgf-m, 26-30 lb-ft).
Crankshaft Pulley Bolt: 180.0 Nm (18.4 kgf-m, 133 lb-ft).
Spark Plugs: 23.0-25.0 Nm (2.3-2.5 kgf-m, 17-18 lb-ft).
Oil Filter Cartridge Housing: 25.0 Nm (2.5 kgf-m, 18 lb-ft).
Turbocharger Mounting Nuts: 40.0-45.0 Nm (4.1-4.6 kgf-m, 30-33 lb-ft).
Flywheel / Drive Plate Bolts: 100.0 Nm (10.2 kgf-m, 74 lb-ft).
The Mercedes-Benz M133 engine was designed specifically
for the MFA (Modular Front Architecture) platform and was exclusively used in
compact 45 AMG models from 2013 through 2019.
Applications include:
A-Class (W176): A 45 AMG 4MATIC (2013-2018) in hatchback and sedan
configurations.
CLA-Class (C117): CLA 45 AMG 4MATIC (2013-2019) in four-door coupe body style.
GLA-Class (X156): GLA 45 AMG 4MATIC (2014-2019) in compact SUV body style.
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