Mercedes-Benz M177 Specifications
| Engine Model: Mercedes-Benz M177 |
| Engine Type: 4-cycle 8-cylinder DOHC 32-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 243 cu.in (3.98 L) |
| Rated Engine Power: 469-603 Hp (350-450 kW) at 6250 rpm |
| Fuel System Type: Gasoline direct injection |
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The Mercedes-Benz M177 is a 4.0-liter twin-turbocharged
V8 engine developed by Mercedes-AMG as the high-performance variant within the
M176/M177/M178 engine family. Introduced in 2015 with the W205 Mercedes-AMG C63,
this powerplant represented a fundamental shift in AMG’s V8 strategy, replacing
the naturally aspirated 6.2-liter M159 with a smaller-displacement,
forced-induction design that delivered increased torque, improved fuel
efficiency, and reduced emissions.
The M177 was specifically engineered for high-torque applications across AMG’s
sedan, coupe, and SUV lineup, positioning itself as the core performance engine
for the brand throughout the late 2010s and into the 2020s.
The defining architectural feature of the M177 is its “hot inside V”
configuration, where the two turbochargers are positioned within the 90-degree
angle between the cylinder banks rather than on the outside of the engine. This
arrangement minimizes exhaust gas travel distance to the turbine housings,
virtually eliminating turbo lag while allowing for a more compact engine
package.
The design also places the catalytic converters in close proximity to the
exhaust ports, accelerating light-off for reduced cold-start emissions. The
engine utilizes a sand-cast aluminum cylinder block with a closed-deck design
and Mercedes-Benz’s NANOSLIDE cylinder wall coating, a iron-carbon layer applied
via twin-wire arc spraying that reduces friction and wear.
The M177 is distinguished from the M176 (the standard version) and the M178 (the
AMG GT sports car variant) by its specific tuning, engine mounts, and
application in high-performance sedans and SUVs. The engine incorporates piezo
direct injection operating at pressures up to 200 bar, a cylinder deactivation
system for efficiency, and dynamic engine mounts that adapt to driving
conditions.
Output ranges from 350 kW (469 hp) in base 63 models to 450 kW (603 hp) in 63 S
variants, with later E-Performance hybrid configurations achieving combined
outputs exceeding 600 kW (800 hp). The engine also powered several Aston Martin
models under a technical partnership, further demonstrating its engineering
versatility.
The engine operates on a four-stroke Otto cycle with twin turbochargers
providing forced induction. It is configured for longitudinal, front-engine,
rear-wheel-drive or all-wheel-drive applications. Engine management is
controlled by a Bosch or Mercedes-Benz ECU utilizing a piezo direct injection
system.
Engine Type: 90° V8, water-cooled, 4-stroke, twin-turbocharged.
Displacement: 3,982 cc (243.0 cu.in).
Bore x Stroke: 83.0 mm x 92.0 mm (3.27 in x 3.62 in).
Compression Ratio: 8.6:1 to 9.0:1, dependent on output calibration.
Firing Order: 1-5-4-8-6-3-7-2.
Ignition System: Electronic, direct ignition system (DIS) with coil-on-plug.
Idle Speed: 650 ± 50 rpm (in neutral).
Maximum Power (Base 63): 350-375 kW (469-503 hp) @ 5,500-6,250 rpm.
Maximum Power (63 S): 375-450 kW (503-603 hp) @ 5,500-6,750 rpm.
Maximum Torque (Base 63): 650-700 Nm (479-516 lb-ft) @ 1,750-4,500 rpm.
Maximum Torque (63 S): 700-850 Nm (516-627 lb-ft) @ 2,250-5,000 rpm.
Redline: 7,200 rpm (63 S variants); 7,000 rpm (base variants).
Turbocharger Type: Twin BorgWarner or IHI turbochargers.
The cylinder block is constructed from sand-cast
aluminum alloy with a closed-deck design, providing exceptional rigidity to
withstand the high cylinder pressures of twin-turbocharged operation. The block
incorporates five main bearings supporting the crankshaft. Cylinder bores are
coated with NANOSLIDE technology, an iron-carbon layer applied via twin-wire arc
spraying that is twice as hard as conventional cast-iron liners, reducing
friction by up to 50 percent.
Cylinder Bore Diameter: 83.0 mm (3.27 in).
Main Bearing Journal Diameter: 65.0 mm (2.56 in).
Piston Material: Forged aluminum alloy with cooling gallery and reinforced ring
lands for high-load durability. Piston Cooling: Oil jets are mounted in the
cylinder block to direct a continuous spray of engine oil to the underside of
each piston crown, managing thermal loads under sustained high-performance
operation.
Crankshaft: Forged steel with eight counterweights, cross-plane design for
balanced firing intervals. Connecting Rods: Forged steel, fracture-split
construction for precise cap alignment and enhanced strength. Cylinder Block
Construction: Sand-cast aluminum with closed-deck design and NANOSLIDE cylinder
bore coating.
The cylinder heads are manufactured from aluminum
alloy, with separate castings for each cylinder bank. Each head houses a DOHC
valvetrain with four valves per cylinder for a total of 32 valves. The
valvetrain incorporates Camtronic variable valve lift on the intake side in some
variants, providing two-stage valve lift for optimized low-end torque and
high-end power. The exhaust valves utilize sodium-filled stems for improved heat
dissipation.
Valvetrain: DOHC, chain-driven, with 32 valves total. Camtronic variable valve
lift is employed on intake valves in certain applications. Hydraulic lash
adjusters maintain zero valve clearance automatically.
Intake Valve Diameter: 35.0 mm (1.38 in).
Exhaust Valve Diameter: 31.0 mm (1.22 in).
Exhaust Valve Construction: Sodium-filled stems; the hollow valve stem contains
metallic sodium which liquefies at operating temperature, transferring heat from
the valve head to the stem and into the valve guide. Valve Seat Material:
High-strength sintered alloy with increased hardness for turbocharged
application. Camshaft Drive: Silent-type Morse chain with automatic hydraulic
tensioners, located at the rear of the engine in some configurations.
The fuel system utilizes piezo direct injection with
fuel delivered directly into the combustion chamber. The system operates at
pressures up to 200 bar and supports multiple injection events per combustion
cycle. A high-pressure fuel pump driven by the camshaft supplies fuel to the
common rails mounted on each cylinder bank.
Fuel Injectors: Piezoelectric injectors with multi-hole nozzles, offering rapid
response times for precise fuel metering. High-Pressure Fuel Pump: Single-piston
or two-piston plunger pump driven by the camshaft. Common Rail Pressure: 200 bar
(2,900 psi) maximum operating pressure.
Low-Pressure Fuel System Pressure: 500-600 kPa (72-87 psi). Intake Manifold:
Composite resin (plastic) construction with integrated charge air cooler within
the intake plenum. Throttle Body: Electronically controlled drive-by-wire (DBW)
system with dual throttle bodies positioned upstream of the turbochargers.
Turbocharger System: Twin turbochargers positioned within the 90-degree V-angle.
Each turbocharger serves one cylinder bank. The hot inside V configuration
places the turbine housings adjacent to the exhaust ports, minimizing exhaust
gas travel distance. Charge air coolers are liquid-to-air units integrated into
the intake manifold assembly.
The lubrication system is a fully pressurized wet-sump
design incorporating a variable-displacement oil pump. The pump adjusts its
output based on engine speed and load, reducing parasitic losses. The system
includes an external oil cooler and is designed to accommodate the thermal
demands of twin-turbocharged operation.
Oil Pump Type: Variable-displacement vane-type pump.
Recommended Oil Viscosity: 0W-40 or 5W-40, fully synthetic.
Oil Capacity (with filter change): 9.0-10.0 liters (9.5-10.6 qt).
Oil Pressure (at 3,000 rpm, warm): 350-450 kPa (50.8-65.3 psi).
Oil Pan Material: Cast aluminum with integrated baffling and windage tray.
Oil Cooler: Air-to-oil cooler mounted in the vehicle front end, with
thermostatic control.
The cooling system is a pressurized high-flow design
with multiple circuits. A primary cooling circuit serves the cylinder block and
cylinder heads, a separate high-temperature circuit serves the turbochargers,
and a low-temperature circuit serves the charge air coolers. A high-capacity
electric water pump supports post-shutdown cooling for the turbochargers.
Coolant Type: Ethylene-glycol based antifreeze.
Coolant Capacity (engine and cooling circuits): 12.0-14.0 liters (12.7-14.8 qt).
Thermostat Opening Temperature: 82-88 °C (180-190 °F).
Radiator Cap Pressure: 140-160 kPa (20.3-23.2 psi).
Water Pump Type: Belt-driven centrifugal pump for primary circuit.
Water Pump Type: Electric auxiliary pump for turbocharger cooling.
Timing Drive: Silent-type Morse chain with automatic
hydraulic tensioners. The timing chain drives the camshafts, high-pressure fuel
pumps, and oil pump. Chain replacement is not scheduled but may be indicated by
noise or timing correlation faults.
Accessory Drive: Single 8-rib serpentine belt driving the alternator, water
pump, and air conditioning compressor. An automatic spring-loaded tensioner
maintains belt tension.
Cylinder Management (AMG Cylinder Management): Under light load conditions,
cylinders 2, 3, 5, and 8 are deactivated by closing their intake and exhaust
valves. The system operates in Comfort mode between approximately 800 and 3,600
rpm.
Dynamic Engine Mounts: Magnetically controlled engine mounts that adjust
stiffness based on driving conditions, softening for comfort and stiffening for
performance.
Emission Control System: Includes close-coupled catalytic converters positioned
within the hot inside V, upstream and downstream heated oxygen sensors, a
Positive Crankcase Ventilation (PCV) system with integrated oil separators, and
an evaporative emissions control system. The engine complies with Euro 6 and EPA
Tier 3 emission standards.
Engine Management System: Mercedes-Benz ECU with integrated boost pressure
control, cylinder deactivation logic, variable valve lift control, and dynamic
engine mount regulation. The ECU utilizes MAP (Manifold Absolute Pressure), MAF
(Mass Air Flow), and multiple exhaust gas temperature sensors.
Overall Length: 660 mm (26.0 in)
Overall Width: 760 mm (29.9 in)
Overall Height: 760 mm (29.9 in)
Dry Weight (complete engine): 209 kg (461 lb)
Spark Plugs
Type: NGK or Bosch iridium, with specific heat range for turbocharged operation.
Gap: 0.7-0.8 mm (0.028-0.031 in).
Replacement Interval: 48,000 km (30,000 miles) or 4 years for AMG models.
Ignition Coils: Due to the elevated temperatures in the hot inside V region,
ignition coil replacement may be required at intervals similar to spark plugs.
Coil failure often manifests as misfire under load. Drive Belt Inspection: Every
10,000 km (6,000 miles) for cracks, fraying, glazing, and proper tension.
Engine Oil Change Interval: 10,000 km (6,000 miles) or 12 months. Synthetic oil
meeting MB 229.5 specification is mandatory. Engine Oil Filter Change Interval:
With every oil change. Coolant Replacement Interval: 120,000 km (75,000 miles)
or 5 years. Air Filter Element: Replace every 40,000 km (25,000 miles); more
frequent replacement is required in dusty environments.
Air-Oil Separators (AOS): These components are serviceable. Failure may produce
a whistling noise or increased oil consumption. Replacement is indicated by
pressure imbalance in the crankcase ventilation system.
Cylinder Head Bolts: 40 Nm (30 lb-ft)
Main Bearing Cap Bolts: 30 Nm (22 lb-ft)
Connecting Rod Cap Bolts: 20 Nm (15 lb-ft) + 90° turn
Camshaft Bearing Cap Bolts:12 Nm (9 lb-ft)
Intake Manifold Bolts: 10 Nm (7 lb-ft)
Exhaust Manifold Nuts: 25 Nm (18 lb-ft)
Turbocharger Mounting Nuts: 30 Nm (22 lb-ft)
Common Rail Mounting Bolts: 20 Nm (15 lb-ft)
High-Pressure Fuel Pump Mounting Bolts: 20 Nm (15 lb-ft)
Oil Pan Bolts: 12 Nm (9 lb-ft)
Valve Cover Bolts: 10 Nm (7 lb-ft)
Spark Plugs: 25 Nm (18 lb-ft)
Crankshaft Pulley Bolt: 200 Nm (148 lb-ft) + 180° turn
Flex Plate / Drive Plate Bolts: 100 Nm (74 lb-ft)
The Mercedes-Benz M177 engine was extensively utilized
across the Mercedes-AMG lineup, serving as the core V8 powertrain for
high-performance sedans, coupes, SUVs, and luxury models. The engine was also
supplied to Aston Martin under a technical partnership.
Mercedes-AMG Applications:
2015-2023 Mercedes-AMG C63 / C63 S (W205): The debut application for the M177,
offered in both sedan, coupe, and cabriolet body styles.
2017-2023 Mercedes-AMG E63 / E63 S (W213): Applied in the high-performance
E-Class variant, featuring specific calibration and 4MATIC+ all-wheel drive.
2017-2020 Mercedes-AMG S63 / S63 S (W222): Installed in the facelifted S-Class
luxury sedan as the V8 performance option.
2020-Present Mercedes-AMG S63 (W223): Continued in the current-generation
S-Class with E-Performance hybrid assistance in certain variants.
2018-Present Mercedes-AMG G63 (W463A): Applied in the G-Class off-road SUV, with
output calibrated for low-end torque and off-road durability.
2017-2023 Mercedes-AMG GLC63 / GLC63 S (X253): Utilized in the compact SUV
segment, offering the highest power-to-weight ratio among M177 applications.
2020-Present Mercedes-AMG GLE63 / GLE63 S (V167): Installed in the mid-size
luxury SUV platform.
2020-Present Mercedes-AMG GLS63 (X167): Applied in the full-size luxury SUV,
representing the highest output calibration among non-hybrid M177 variants.
Aston Martin Applications:
2018-2023 Aston Martin DB11 V8: The M177 engine was supplied to Aston Martin
under a technical partnership, with specific tuning and intake system
modifications.
2018-Present Aston Martin Vantage: Utilized in the Vantage coupe and roadster,
featuring a distinct engine calibration and exhaust tuning.
2020-Present Aston Martin DBX: Applied in the Aston Martin luxury SUV, with
SUV-specific tuning for low-end torque delivery.
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