Mercedes-Benz M279 Specifications
| Engine Model: Mercedes-Benz M279 |
| Engine Type: 4-cycle 12-cylinder SOHC 36-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 364.9 cu.in (5.98 L) |
| Rated Engine Power: 523-621 Hp (390-463 kW) at 5300 rpm |
| Fuel System Type: Sequential multi-point fuel injection |
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The Mercedes-Benz M279 is a 6.0-liter, 60-degree V12
twin-turbocharged gasoline engine representing the final evolution of the
Mercedes-Benz V12 lineage. Introduced in 2012, this powerplant succeeded the
M275 as the exclusive engine for the highest-tier AMG models and the
ultra-luxury Maybach variants within the Mercedes-Benz portfolio.
While retaining the fundamental architecture of its predecessor - including the
6.0-liter displacement, single overhead camshaft (SOHC) valvetrain, and
three-valve-per-cylinder configuration - the M279 was substantially
re-engineered to meet stringent Euro 6 emissions standards while delivering
enhanced power output, improved reliability, and the effortless torque delivery
expected of a flagship V12.
The M279 is distinguished by its twin-turbocharged induction system with larger
turbochargers featuring optimized spiral cross-sections, a redesigned cylinder
head with improved duct geometry for superior gas exchange, and a new
multi-spark ignition system utilizing twelve individual double-ignition coils.
These refinements, combined with advanced thermal management and lightweight
materials including a carbon fiber engine cover, positioned the M279 as the
pinnacle of Mercedes-Benz internal combustion engineering.
The engine’s torque output is electronically limited to protect the transmission
and drivetrain components, yet it remains one of the most powerful production
V12 engines ever produced by Mercedes-Benz, powering the S-Class, SL-Class, and
G-Class flagships throughout the 2010s and beyond.
The M279 is a twin-turbocharged, water-cooled, four-stroke V12 engine configured
for longitudinal mounting in rear-wheel-drive and all-wheel-drive vehicle
architectures. Its 60-degree bank angle provides inherent balance and smoothness
characteristic of V12 configurations.
Engine Type: 60° V12, 4-cycle, water-cooled, twin-turbocharged.
Displacement: 5,980 cc (364.9 cu.in).
Bore and Stroke: 82.6 mm (3.25 in) x 93.0 mm (3.66 in).
Compression Ratio: 9.0:1.
Valvetrain: SOHC, 36-valve (3 valves per cylinder) with chain drive.
Aspiration: Twin turbochargers, one per cylinder bank.
Fuel System: Multi-point fuel injection (port injection).
Firing Order: 1-12-5-8-3-10-6-7-2-11-4-9.
Ignition System: Multi-spark ignition with 12 double-ignition coils (24 spark
plugs).
Redline: 6,200 rpm.
Maybach S 600 / Maybach S 650 / S 600
(W222)
Maximum Power: 390 kW (523 hp) at 4,900-5,300 rpm.
Maximum Torque: 830 Nm (612 lb-ft) at 1,900-4,000 rpm.
S 65 AMG (W222) / SL 65 AMG (R231) / G 65
AMG (W463)
Maximum Power: 463 kW (621 hp) at 4,800-5,400 rpm.
Maximum Torque: 1,000 Nm (738 lb-ft) at 2,300-4,300 rpm (electronically
limited).
Maybach S 680 (W222, W223)
Maximum Power: 450 kW (603 hp) at 5,250 rpm.
Maximum Torque: 830-900 Nm (612-664 lb-ft) depending on variant.
The cylinder block is manufactured from a high-strength
aluminum-silicon alloy using a sand-casting process. The 60-degree V-angle is
maintained from the M275 architecture, providing a compact overall width while
allowing ample space between the cylinder banks for the intake system and
turbocharger mounting. The block features a closed-deck design, with the
cylinder bores fully enclosed by the water jacket structure at the top deck
surface, ensuring maximum cylinder head gasket clamping force and resistance to
bore distortion under the extreme cylinder pressures generated by twin
turbochargers.
Cast-in-place, aluminum-silicon cylinder bores are machined directly into the
block casting, with a silicon-rich surface treatment (Nikasil or equivalent)
providing a low-friction, high-wear-resistance running surface. The block
incorporates a deep-skirt design extending below the crankshaft centerline, with
a structural aluminum bedplate - a ladder frame - bolted to the lower crankcase
to support the crankshaft main bearings and enhance bottom-end rigidity. The
bedplate design incorporates four-bolt main bearing caps integrated into the
structure.
Block Material: Aluminum-silicon alloy
Bore Diameter: 82.6 mm (3.25 in)
Main Bearing Configuration: Four-bolt caps integrated into bedplate
Balance Shafts: Not equipped (V12 configuration is inherently balanced)
The cylinder heads are constructed from aluminum alloy,
with separate castings for each cylinder bank. Each head employs a SOHC
valvetrain operating three valves per cylinder - two intake valves and one
exhaust valve - a configuration retained from the M275 for its compact
dimensions and efficient breathing characteristics. The cylinder heads were
redesigned for the M279 with improved duct geometry to enhance gas exchange,
reduce flow losses, and improve thermal management.
The single camshaft per cylinder bank actuates the valves via roller finger
followers. Hydraulic lash adjusters are integrated into the followers,
automatically maintaining zero valve clearance throughout the engine’s
operational life, eliminating the need for periodic manual valve adjustments.
Each cylinder utilizes two spark plugs, positioned on opposite sides of the
combustion chamber to ensure complete combustion of the air-fuel mixture under
high-boost conditions. The camshafts are driven by a silent-type roller chain
from the crankshaft, with an automatic hydraulic tensioner maintaining optimal
chain tension.
Head Material: Aluminum alloy
Valve Configuration: SOHC, 3 valves per cylinder (2 intake, 1 exhaust)
Valve Diameter (Intake): 32.0 mm (1.26 in) each
Valve Diameter (Exhaust): 36.0 mm (1.42 in)
Valve Stem Diameter: 6.0 mm (0.24 in)
Hydraulic Lash Adjusters: Yes, integrated into roller finger followers
Spark Plugs per Cylinder: 2 (24 total)
The M279 employs a multi-point electronic fuel
injection system with sequential injection. Twelve fuel injectors - six per
cylinder bank - are mounted in the intake manifold runners, positioned to spray
fuel directly onto the back of the intake valves. This port injection design was
retained over direct injection for the M279 to ensure consistent air-fuel
mixture preparation and to maintain intake valve cleanliness, particularly
important in a high-boost application with extended service intervals.
The fuel system is designed to support the high power output of the AMG
variants, with a dual fuel pump assembly in the fuel tank and upgraded fuel
lines to maintain adequate flow under full-load conditions. The engine control
unit (ECU) calculates injection pulse width based on input from mass airflow
sensors, throttle position sensors, coolant temperature sensors, crankshaft
position sensors, and wide-band oxygen sensors to maintain optimal air-fuel
ratios across all operating conditions.
Injection Type: Multi-point sequential fuel injection
Fuel Pressure: 400-450 kPa (58.0-65.3 psi)
Fuel Injector Flow Rate: 1,200-1,400 cc/min depending on application
Fuel Requirement: 91 octane or higher
Fuel Pump Configuration: Dual in-tank pumps
The lubrication system is a fully pressurized, wet-sump
design utilizing a variable-displacement gear-type oil pump. The pump adjusts
its displacement based on engine speed, oil temperature, and pressure demands to
reduce parasitic power loss while maintaining adequate oil flow to critical
components. A large-capacity cast aluminum oil pan incorporates internal baffles
and a windage tray to maintain oil pickup under high lateral acceleration.
Pressurized oil is circulated through a full-flow, replaceable oil filter with
an integrated bypass valve. An additional oil cooler, mounted at the front of
the engine, uses engine coolant to maintain stable oil temperatures under
sustained high-load operation. Piston cooling jets - oil squirters - direct a
continuous spray of oil to the underside of each piston crown to manage the
extreme thermal load generated under twin-turbocharged operation.
Oil Type: SAE 0W-40 or 5W-40 (MB 229.5 specification)
Oil Capacity (with filter): 9.5-10.5 liters (10.0-11.1 US qt)
Oil Pressure (at idle): 100-150 kPa (14.5-21.8 psi)
Oil Pressure (at 3,000 rpm): 400-500 kPa (58.0-72.5 psi)
Oil Pump Type: Variable-displacement gear pump
Piston Cooling Jets: Active at all engine speeds
The cooling system is a pressurized, liquid-cooled
design engineered to manage the substantial thermal load of a twin-turbocharged
V12 engine operating in a tightly packaged engine bay. A high-capacity
cross-flow aluminum radiator with dual electric fans provides cooling capacity
for sustained high-performance operation. A separate charge air cooling system
uses a water-to-air intercooler configuration, with two coolant circuits - one
for the engine and one for the charge air - to maintain optimal intake air
temperatures.
A centrifugal-type water pump, driven by the timing chain, circulates coolant
through the cylinder block, cylinder heads, turbocharger bearing housings, and
the oil cooler. A wax-pellet thermostat regulates coolant flow, with a bypass
circuit that allows rapid warm-up. The cooling system incorporates additional
electric water pumps to circulate coolant through the turbocharger housings
after engine shutdown, preventing localized overheating.
Coolant Type: Ethylene-glycol based antifreeze (MB 325.0 specification)
Coolant Capacity: 14.0-16.0 liters (14.8-16.9 US qt)
Thermostat Opening Temperature: 82-86 °C (180-187 °F)
Radiator Cap Pressure: 140-160 kPa (20.3-23.2 psi)
Water Pump Type: Centrifugal, timing chain-driven, with auxiliary electric
circulation pumps
| Intake and Exhaust Systems |
Intake System: Dual-path intake system with two air
filter housings feeding the turbocharger compressors. Compressed air passes
through two water-to-air intercoolers before entering the intake manifold.
Exhaust System: Stainless steel exhaust manifolds with integrated turbocharger
mounting flanges. The exhaust system incorporates four catalytic converters and
active exhaust flaps on AMG variants to modulate exhaust sound.
Multi-spark ignition system with twelve individual
double-ignition coils, each coil firing two spark plugs (one per cylinder). The
system delivers multiple ignition events per combustion cycle at lower engine
speeds to improve cold-start emissions and idle stability. The engine control
unit manages ignition timing based on crankshaft position, camshaft position,
and knock sensor feedback from each cylinder bank.
Turbocharger System: Twin turbochargers, one mounted on
each cylinder bank, with larger spiral cross-sections and redesigned exhaust
manifolds compared to the M275. Each turbocharger features a wastegate control
system for precise boost regulation. Maximum boost pressure ranges from 1.0 to
1.3 bar (14.5-18.9 psi) depending on application.
Timing Drive: A silent-type roller chain system drives the camshafts and
ancillary components. The primary chain drives the oil pump and intermediate
shaft, with secondary chains driving each cylinder bank’s camshaft. Automatic
hydraulic tensioners maintain optimal chain tension.
Overall Length: 890 mm (35.0 in)
Overall Width: 890 mm (35.0 in)
Overall Height: 720 mm (28.3 in)
Dry Weight (complete engine): 290 kg (639 lb)
Oil Change Interval: 15,000 km (9,000 mi) or 1 year.
Oil Filter Change: At every oil change. Timing Chain: Inspection for noise and
stretch; no scheduled replacement interval. Engine Coolant Replacement: 120,000
km (75,000 mi) or 5 years.
Spark Plug Replacement: 60,000 km (37,000 mi) for AMG variants; 90,000 km
(56,000 mi) for Maybach variants. Spark Plug Type: NGK ILZKR8H7G or equivalent
(24 plugs required). Spark Plug Gap: 0.7-0.8 mm (0.028-0.031 in).
Drive Belt (Accessory) Inspection: Every 20,000 km (12,000 mi) for tension,
cracking, and glazing. Air Filter Replacement: 60,000 km (37,000 mi) or as
indicated by service indicator. Fuel Filter: Integrated with fuel pump assembly;
no scheduled replacement.
Coolant Hose Inspection: Proactive replacement of plastic coolant hoses and vent
lines recommended at 80,000-100,000 km (50,000-60,000 mi) due to thermal
degradation in the tightly packaged engine bay.
Cylinder Head Bolts (M12 x 1.5), 1st pass: 40 Nm (30
lb-ft).
Cylinder Head Bolts (M12 x 1.5), 2nd pass: 80 Nm (59 lb-ft).
Main Bearing Bedplate Bolts (M10 x 1.25): 30 Nm (22 lb-ft).
Connecting Rod Cap Bolts (M9 x 1.0): 30 Nm (22 lb-ft).
Camshaft Bearing Cap Bolts (M8 x 1.25): 20-25 Nm (15-18 lb-ft).
Intake Manifold Bolts (M8 x 1.25): 20-25 Nm (15-18 lb-ft).
Exhaust Manifold Nuts (M8 x 1.25): 25-30 Nm (18-22 lb-ft).
Spark Plugs: 25-30 Nm (18-22 lb-ft).
Oil Pan Bolts (M6 x 1.0): 10-12 Nm (89-106 lb-in).
Water Pump Bolts (M6 x 1.0): 10-12 Nm (89-106 lb·in).
Turbocharger Mounting Nuts (M10 x 1.25): 45-50 Nm (33-37 lb-ft).
Crankshaft Pulley Bolt (M18 x 1.5): 350-400 Nm (258-295 lb-ft).
Flywheel / Drive Plate Bolts (M10 x 1.25): 50 Nm (37 lb-ft).
The Mercedes-Benz M279 engine was utilized exclusively
in Mercedes-Benz flagship models across the S-Class, SL-Class, G-Class, and
CL-Class ranges, serving as the pinnacle powerplant for both AMG performance
variants and Maybach ultra-luxury sedans.
Mercedes-Benz S 65 AMG (W222): 2014-2019 model years
Mercedes-Maybach S 600 (W222): 2014-2017 model years
Mercedes-Maybach S 650 / S 680 (W222, W223): 2017-present
Mercedes-Benz S 600 (W222): 2014-2017 model years
Mercedes-Benz SL 65 AMG (R231): 2012-2018 model years
Mercedes-Benz G 65 AMG (W463): 2012-2018 model years
Mercedes-Benz CL 65 AMG (C216): 2012-2014 model years
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