Mercedes-Benz M275 Specifications
| Engine Model: Mercedes-Benz M275 |
| Engine Type: 4-cycle 12-cylinder SOHC 36-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 336.4-364.9 cu.in (5.51-5.98 L) |
| Rated Engine Power: 493-661 Hp (368-493 kW) at 5000 rpm |
| Fuel System Type: Sequential multi-point fuel injection |
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The Mercedes-Benz M275 is a twin-turbocharged V12
engine produced between 2002 and 2013. Developed as the forced-induction
successor to the naturally aspirated M137, the M275 introduced the “biturbo”
configuration to Mercedes-Benz flagship models, delivering massive torque output
with refined power delivery. The engine returned to a more robust architecture
than its predecessor while retaining a single overhead camshaft (SOHC) per bank
with three valves per cylinder - a layout chosen for thermal management,
packaging efficiency, and reliability under sustained high-load operation.
The M275 family encompasses 5.5-liter and 6.0-liter displacements, with the
latter reserved for AMG and Maybach applications. Each engine features a
die-cast aluminum block with Alusil cylinder liners, air-to-water intercoolers
mounted within the V-valley, and a twin-spark ignition system with 24 spark
plugs.
Engine Type: 60° V12, 4-cycle, water-cooled, twin-turbocharged gasoline.
Displacement (standard M275.95x variants): 5,513 cc (336.4 cu.in).
Displacement (M275.98x AMG and Maybach variants): 5,980 cc (364.9 cu.in).
Bore (5.5 L): 82.0 mm (3.23 in).
Bore (6.0 L): 82.6 mm (3.25 in).
Stroke (5.5 L): 87.0 mm (3.43 in).
Stroke (6.0 L): 93.0 mm (3.66 in).
Compression Ratio: 9.0:1.
Firing Order: 1-12-5-8-3-10-6-7-2-11-4-9.
Maximum Power
M275.95x (5.5-liter): 493-510 hp (368-380 kW) @ 5,000 rpm.
M275.98x (6.0-liter AMG): 604-661 hp (450-493 kW) @ 4,800-5,500 rpm.
Maximum Torque
M275.95x (5.5-liter): 800 Nm (590 lb-ft) @ 1,800-3,500 rpm.
M275.98x (6.0-liter AMG): 1,000 Nm (738 lb-ft) @ 2,000-4,000 rpm.
Valvetrain Configuration: Single Overhead Camshaft (SOHC) per cylinder bank,
operating 36 valves (3 valves per cylinder). Each cylinder utilizes two intake
valves and one exhaust valve. Camshafts are driven by a single-row timing chain
per bank from the crankshaft. Hydraulic lash adjusters are incorporated into the
valvetrain, eliminating routine manual valve clearance adjustments.
The cylinder block is manufactured from die-cast
aluminum alloy with Alusil (aluminum-silicon) cylinder liners. The Alusil
material, comprising approximately 17 percent silicon content, is etched after
machining to expose silicon crystals that provide a wear surface with low
friction characteristics comparable to cast iron. Bore diameters are 82.0 mm
(3.23 in) for 5.5-liter variants and 82.6 mm (3.25 in) for 6.0-liter variants.
The block features a closed-deck design with reinforced bulkheads to withstand
combustion pressures generated by forced induction. The 60-degree V-angle
accommodates the twin turbochargers mounted externally on each bank. The
crankshaft is forged steel with twelve counterweights, supported by seven main
bearings. For 6.0-liter AMG variants, the crankshaft features additional fillet
hardening and the connecting rods are forged from high-strength steel.
Each cylinder head is manufactured from aluminum alloy
with a cross-flow port architecture and a pent-roof combustion chamber design
optimized for the three-valve layout.
Valves: 36 total; 24 intake, 12 exhaust. Intake Valve Diameter: 36.0 mm (1.42
in) each. Two intake valves per cylinder provide a combined intake area larger
than a single valve configuration while maintaining valve head thermal
stability.
Exhaust Valve Diameter: 40.0 mm (1.57 in). Single exhaust valve per cylinder
with a sodium-filled stem for enhanced heat dissipation. Valve Stem Diameter:
6.0 mm (0.24 in) for both intake and exhaust. Valve Seat Inserts: Copper-alloy
seats for exhaust valves to conduct heat to the water jacket; sintered alloy
seats for intake valves. Valve Guides: Press-fit sintered iron guides.
Hydraulic Lash Adjusters: Direct-acting units mounted in the cylinder head
casting, operating on the rocker arms. Camshafts: Chilled cast iron camshafts
with induction-hardened lobes. Each bank utilizes a single camshaft operating
all six cylinders through rocker arms. Camshaft drive is provided by a
single-row timing chain per bank.
Valve Springs: High-tension springs with damper elements to control valve motion
under forced induction pressures. Twin-Spark Ignition: Each cylinder is equipped
with two spark plugs positioned on opposite sides of the combustion chamber.
This configuration reduces flame travel distance, improves combustion
efficiency, and allows for leaner air-fuel mixtures under partial load.
The fuel system employs sequential multi-point fuel
injection with injectors positioned in the intake manifold runners. Injection
Type: Multi-port injection with individual fuel injectors for each cylinder,
located upstream of the intake valves. Engine Management System: Bosch ME 2.8 or
ME 9.7 ECU depending on production year, managing fuel delivery, ignition
timing, boost pressure, and twin-spark synchronization.
Fuel Pressure: Regulated to 3.5-4.0 bar (51-58 psi) via a vacuum-referenced fuel
pressure regulator. Fuel Pump: Dual in-tank electric fuel pumps with a
demand-based control system to maintain adequate flow under high-load
conditions. Intake Manifold: Aluminum manifold with individual runners per
cylinder. The manifold incorporates air-to-water intercoolers mounted within the
V-valley, positioned directly above the cylinder heads to minimize charge air
path length.
The lubrication system is a full-flow, pressurized
design utilizing a dual-stage oil pump integrated into the front engine cover.
Oil Pump Type: Two-stage rotor-type pump driven by the crankshaft. The
dual-stage design provides increased flow capacity required for the V12
configuration while maintaining consistent pressure across the engine’s
operating range.
Oil Capacity: 9.5-10.5 liters (10.0-11.1 qt) including oil filter replacement.
Capacity varies with the presence of the external oil cooler system. Recommended
Oil Viscosity: 0W-40 or 5W-40. Oil Quality Requirement: Mercedes-Benz
specification 229.5 (full synthetic, low-ash formulation). ACEA A3/B4.
Oil Pressure: At warm idle, pressure ranges from 1.0-1.5 bar (14-22 psi). At
3,000 rpm, pressure reaches 4.0-5.0 bar (58-73 psi). Oil Cooler: External
air-to-oil cooler mounted in the front bumper area, thermostatically controlled
to maintain oil temperature between 100-120 °C (212-248 °F) under sustained
high-load operation. Oil Filter: Cartridge-type filter housed within a spin-on
or modular housing accessible from the engine top.
The cooling system comprises two independent circuits:
a high-temperature engine cooling circuit and a low-temperature charge air
cooling circuit. Primary Water Pump: Centrifugal pump driven by the crankshaft
via a serpentine belt. Secondary Water Pump: Electric auxiliary pump dedicated
to the charge air intercooler circuit, operating independently of engine speed.
Thermostat: Map-controlled thermostat with an electrically heated expansion
element, allowing the engine control unit to vary opening temperature between
80-105 °C (176-221 °F) based on load. Coolant Capacity (engine circuit):
12.0-13.5 liters (12.7-14.3 qt) inclusive of engine block, radiator, and heater
core. Coolant Capacity (intercooler circuit): 5.0-6.0 liters (5.3-6.3 qt) for
the dedicated low-temperature circuit.
Radiator: High-capacity cross-flow aluminum core with plastic end tanks. Cooling
fan configuration consists of dual electric fans with pulse-width modulation
(PWM) control. System Pressure (engine circuit): Radiator cap rated at 1.4 bar
(20 psi).
Charge Air Cooling: Air-to-water intercoolers integrated into the intake
manifold within the V-valley. A dedicated low-temperature coolant circuit
circulates coolant through the intercoolers and a front-mounted radiator. This
system maintains charge air temperatures below 60 °C (140 °F) under full-load
conditions.
Ignition System: Dual-spark ignition system with two
ignition coils per cylinder bank (four coils total). Each coil assembly
incorporates an integrated power output stage and supplies high-voltage current
to six spark plugs through high-tension leads. A central voltage transformer
supplies primary current to the ignition coils. Spark Plug Type: NGK IFR6J-11 or
equivalent. Each cylinder requires two spark plugs. Spark Plug Gap: 1.0-1.1 mm
(0.039-0.043 in).
Timing System: Dual timing chain configuration with one primary chain per bank.
Each bank features a single-row roller chain driving the camshaft from the
crankshaft sprocket. Hydraulic chain tensioners supplied by the engine
lubrication circuit maintain tension. The chain system is maintenance-free under
normal operating conditions.
Turbocharger System: Two turbochargers (one per cylinder bank) manufactured by
Garrett. Each turbocharger features a water-cooled bearing housing and an
electronically controlled wastegate. Boost pressure is regulated by the engine
control unit based on load, engine speed, and knock sensor input.
Exhaust System: Cast stainless steel exhaust manifolds with integrated
turbocharger mounting flanges. A dual exhaust system with primary catalytic
converters mounted immediately downstream of each turbocharger, followed by
secondary catalysts and a valved muffler system.
Crankcase Ventilation: Closed-loop system with integrated oil separators
incorporated into the cylinder head covers. Blow-by gases are routed to the
turbocharger compressor inlets through a heated hose system to prevent ice
formation in cold climates.
Accessory Drive: Tandem pump assembly mounted to the front of the engine, driven
by the serpentine belt. This unit combines the power steering pump and the
Active Body Control (ABC) suspension hydraulic pump into a single component.
Overall Length: 860 mm (33.9 in) measured from
accessory drive pulley face to transmission mounting flange.
Overall Width: 950 mm (37.4 in) inclusive of turbocharger assemblies, intake
manifold, and exhaust components.
Overall Height: 790 mm (31.1 in) from oil pan bottom surface to valve cover top
surface.
Dry Weight: 245-260 kg (540-573 lb) depending on turbocharger configuration and
accessory drive components.
Valve Clearance: Hydraulic lash adjusters operate
automatically. No periodic adjustment required. Timing Chain Inspection
Interval: Chain, tensioners, and guides inspection recommended at 120,000 km
(75,000 miles). Replacement is condition-based.
Spark Plug Replacement Interval: 48,000 km (30,000 miles) for twin-spark
configuration. Drive Belt Tension (Accessory): Automatic tensioner maintains
correct tension; no manual adjustment required. Belt replacement interval is
80,000 km (50,000 miles).
Coolant Change Interval (engine circuit): 120,000 km (75,000 miles) or 5 years.
Coolant Change Interval (intercooler circuit): 60,000 km (37,000 miles) or 3
years. Engine Oil Change Interval: 10,000 km (6,200 miles) or 12 months,
whichever occurs first.
Idle Speed (warm, neutral): 580-620 rpm. Injection Timing: Electronically
controlled with closed-loop feedback from oxygen sensors and knock detection; no
manual adjustment possible.
Cylinder Head Bolts (cold), Step 1: 30 Nm (22 lb-ft).
Cylinder Head Bolts (cold), Step 2: 60 Nm (44 lb-ft) plus 90° rotation.
Crankshaft Damper Pulley Bolt: 350-380 Nm (258-280 lb-ft).
Connecting Rod Cap Bolts: 30 Nm (22 lb-ft) plus 90° rotation.
Main Bearing Cap Bolts: 60 Nm (44 lb-ft) plus 90° rotation.
Camshaft Bearing Cap Bolts: 10-12 Nm (7-9 lb-ft).
Camshaft Sprocket Bolts: 80-90 Nm (59-66 lb-ft).
Valve Cover Bolts: 9-11 Nm (7-8 lb-ft).
Intake Manifold Bolts: 20-25 Nm (15-18 lb-ft).
Exhaust Manifold Nuts (turbocharger to head): 45-50 Nm (33-37 lb-ft).
Turbocharger Mounting Bolts: 40-45 Nm (30-33 lb-ft).
Oil Pan Bolts: 10-12 Nm (7-9 lb-ft).
Timing Chain Tensioner Bolts: 40-45 Nm (30-33 lb-ft).
Timing Chain Guide Bolts: 20-25 Nm (15-18 lb-ft).
Water Pump Bolts: 20-25 Nm (15-18 lb-ft).
Fuel Injector Retaining Bolts: 20-25 Nm (15-18 lb-ft).
Flywheel / Drive Plate Bolts: 120-130 Nm (89-96 lb-ft) plus 90° rotation.
Engine Mount Bracket Bolts: 55-65 Nm (41-48 lb-ft).
Tandem Pump Mounting Bolts: 25-30 Nm (18-22 lb-ft).
Mercedes-Benz S600 (W220, W221): 2002-2013 model years.
The M275.950 (5.5-liter) served as the V12 powertrain for the S-Class flagship
across two generations. The W221 received updated calibration and a revised
intake system.
Mercedes-Benz CL600 (C215, C216): 2002-2013. The M275 powered the CL-Class
luxury coupe V12 variant, with the C216 receiving the 5.5-liter M275.950
throughout its production cycle.
Mercedes-Benz SL600 (R230): 2003-2012. The M275 was installed in the SL-Class
roadster V12 variant, featuring model-specific engine mounts and cooling system
calibration.
Mercedes-Benz S65 AMG (W220, W221): 2004-2013. The 6.0-liter M275.980 (S65
designation) provided 604 hp (450 kW) and 1,000 Nm (738 lb-ft) in the W220 and
661 hp (493 kW) in the W221 facelift models. Power was routed through a
reinforced five-speed automatic transmission.
Mercedes-Benz CL65 AMG (C215, C216): 2004-2013. The 6.0-liter M275.980 powered
the CL-Class AMG V12 coupe, with output calibrations matching the S65 AMG
variants.
Mercedes-Benz SL65 AMG (R230): 2004-2012. The 6.0-liter M275.980 was installed
in the SL-Class AMG roadster, featuring reinforced engine mounts and an upgraded
cooling system for sustained high-speed operation.
Maybach 57, 57S, 62, 62S: 2002-2012. The M285 variant, derived from the M275.98x
architecture, powered the Maybach ultra-luxury sedans. The 57S and 62S utilized
the 6.0-liter configuration with 604 hp (450 kW) and 1,000 Nm (738 lb-ft)
output.
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